Note: Descriptions are shown in the official language in which they were submitted.
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BOARDING BRIDGE FOR COMMUTER TYPE AIRCRAFT OR THE LIKE
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a boarding bridge
and, more particularly, pertains to a boarding bridge
intended primarily for use with small aircraft or the like.
2. Description of the Prior Art
Conventional passenger boarding bridges for large
jet aircraft are well known in the art as illustrated by
United States Patent No. 3,123,167 issued to Lichti on March
3,1964 and United States Patent No. 3,317,942 issued to
Wollard et al. on May 9, 1967. Typically, such passenger
boarding bridges comprise at least two telescopic bridge
sections mounted at an elevation above ground level for
bridging the space between a doorway in the fuselage of a
large aircraft and the second floor in an airport terminal
building. The telescoping bridge may be supported by. a
vertically extensible and contractible, self-propelled,
steerable vehicle which is also operational to extend and
contract the telescoping bridge. Alternatively, conventional
telescoping boarding bridges may be displaced along an
elevated horizontal trackway by operation of a cylinder
mounted at a first end thereof to a rear fixed bridge section
and at opposed end thereof to a front telescoping bridge
section of the boarding bridge.
Such conventional passenger boarding bridges are
relatively large in size and height and thus they are not
generally practicable for use with small aircraft such as
commuter aircraft. Moreover, large aircraft have doors that
open to one side, whereas small or commuter aircraft are
generally equipped with doors that swing down and have steps
and handrails integrally set on the back thereof. Thus
conventional passenger boarding bridges are not well adapted
to mate with the fuselage of commuter aircraft since they
cannot fit around the doorways thereof.
Some characteristics are peculiar to commuter
aircraft, such as the location of the passenger door which is
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relatively close to the wings, requiring an optimization of
the extension and retraction distance to. allow sufficient
aircraft wing clearance during parking and departure
manoeuvres of -a given commuter aircraft.
Accordingly, various solutions have been proposed
so that passengers, enplaning or deplaning from small
aircraft might avoid walking directly on the airport tarmac
and to protect them from the elements such as rain, hail,
sleet, snow and wind. For instance, United States Patent No.
5,524,318 issued to Thomas on June 11, 1996 discloses an
aircraft loading adapter for bridging between a small
aircraft and a conventional boarding bridge ordinarily
employed with standard size aircraft. The aircraft loading
adapter comprises a pair of independent actuable vertical
supports which extend upwardly from a mobile platform and
connect at an upper end thereof with the underside of a rear
telescoping bridge section of an enclosed bridge structure to
provide vertical adjustment of the ends of the latter. The
rear end of the rear telescoping bridge section is provided
with a curved surface which is conformed to the front end of
a conventional boarding bridge and is pivoted about a
horizontal axis. The bridge structure further includes a
front telescoping bridge section having a front extension
which is adapted to mate with the fuselage of a small
aircraft. In operation, each vertical support is
independently activated to align the front extension of the
front telescoping bridge section with the entry/exit hatch of
the small aircraft. According to a second embodiment, one of
the actuable vertical supports is replaced by a vertical
supporting member which is pivotally connected at an upper
end thereof to the underside of the rear telescoping bridge
section.
It is also know to provide the front end of a
boarding bridge with extensible and retractable forward
portions for covering the aircraft doorways. United States
Patent No. 3,588,934 issued to Van Marle on June 29, 1971
discloses a conventional boarding bridge having an end
section which includes side members pivotally mounted for
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rotation about an axis coinciding with the front lower edge
of the section. Hydraulic jacks are provided to pivot the
side members. A roof is secured to the upper ends of the side
members for movements therewith.
Basically, the extensible and retractable forward
portion described in the above-mentioned patent is intended
for sheltering the doorway of conventional aircraft and is
thus not well adapted for covering the door opening and
stairs of a small aircraft.
SUMMARY OF THE INVENTION
It is therefore an aim of the present invention to
provide a boarding bridge for use with small aircraft of the
type generally known as commuter aircraft.
it is also an aim of the present invention to
provide a boarding bridge which is adapted to extend and
retract in a linear direction.
It is further an aim of the present invention to
provide a boarding bridge which travels at ground level and
which is adapted to operate on a wet, ice or snow covered
tarmac and still maintain a rectilinearly controlled
movement.
It is a further aim of the present invention to
improve safety and to protect passengers from hazards on a
tarmac by limiting the direction of movement of the
passengers and to protect them against inclement weather.
It is a further aim of the present invention to
provide a boarding bridge having an extension and retraction
capability, to allow sufficient aircraft wing clearance
during parking and departure manoeuvers of a small aircraft.
It is a further aim of the present invention to
provide a drive mechanism which is adapted to facilitate
rapid retraction and extension of a telescopic boarding
bridge.
It is yet another aim of the present invention to
provide a boarding bridge which is adapted to mate with the
fuselage of a variety of commuter aircraft.
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It is still an aim of the present invention to
provide an extensible and retractable canopy enclosure for
sheltering the stairs of a small aircraft.
Finally, it is an aim of the present invention to
provide a boarding bridge which is relatively simple and
inexpensive to manufacture, easy to construct, install,
operate, maintain and repair.
Therefore, in accordance with the present invention,
there is provided a telescopic boarding bridge for bridging
the space between a doorway of a small aircraft and a terminal
gate doorway, comprising a terminal bridge section supported
in a fixed position adjacent said gate doorway, at least one
moveable bridge section telescopically related to said
terminal bridge section and displaceable in a linear direction
between an extended and a retracted position for effectively
moving said boarding bridge sections into and out of
engagement with a fuselage of a small airplane around a hatch
thereof, runner means for supporting said moveable bridge
section and enabling said linear displacement thereof on a
ground surface, drive means operational to selectively push
and pull said moveable bridge section relative to said
terminal section to effect extension and retraction thereof.
In another aspect of the present invention, a
boarding bridge for commuter type aircraft is provided
comprising an elongated substantially enclosed bridge
structure extending at ground level from a terminal gate
doorway to a hatch of a small aircraft, said bridge structure
having a front floor portion which provides a surface
substantially level with a bottom portion of a set of stairs
of a small aircraft, and a front end section displaceable
between a retracted position and an extended position
sheltering a portion of sides of the aircraft stairs and the
aircraft hatch.
In a still further aspect of the present invention,
there is provided a boarding bridge end section for engaging
with an aircraft fuselage, comprising a carrier member
displaceably mounted to a structure of the boarding bridge end
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section for longitudinal movements with respect thereto, a
canopy enclosure means supported by the carrier member and
displaceable between retracted and extended positions with
respect thereto, wherein the canopy enclosure means is
respectively out of engagement and engaged with an aircraft
fuselage, and power means operational to displace the carrier
member and the canopy enclosure means.
In a still further aspect of the present invention,
there is provided a drive assembly for a telescopic boarding
bridge having a terminal bridge section supported in fixed
position, an intermediate bridge section mounted in a
telescopically mating relationship with the terminal bridge
section, and a front bridge section mounted in telescopically
mating relationship with the intermediate bridge section. The
drive assembly is mounted to the intermediate bridge section
for retracting and extending the telescopic boarding bridge in
a linear direction. The drive assembly comprises at. least two
axially extending elongated channel means mounted to the
intermediate bridge section on opposite sides thereof and at
least two push-pull flexible elongated drive members
respectively adapted to be slidably engaged in the at least
two elongated channel means for longitudinal movement therein.
Each push-pull flexible elongated drive member is connected at
a first end portion thereof to the terminal bridge section and
at a second end portion thereof to the front bridge section.
Motor means are connected to the push-pull flexible elongated
drive members for simultaneously and equally displacing the
push-pull flexible elongated drive members thereby forcing a
linear movement of the intermediate and front bridge sections
in a direction dependent on that of the motor means.
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BRIEF DESCRIPTION OF THE DRAWINGS
Having thus generally described the nature of the
present invention, reference will now be made to the
accompanying drawings, showing by way of illustration a
preferred embodiment thereof, and in which:
Fig. 1 is a perspective view of a telescopic
boarding bridge in accordance with the present invention
illustrated in a retracted position thereof;
Fig. 2 is a top plan view of the telescopic
boarding bridge of Fig. 1 shown in an extended position
thereof and provided at a front end thereof with a front end
section adapted to support a retractable and extendable
canopy enclosure;
Fig. 3 is an enlarged side elevational view of the
telescopic boarding bridge in the extended position thereof;
Fig. 4 is a front elevational view of the
telescopic boarding bridge with the front portion thereof
omitted for clarity;
Fig. 5 is an enlarged cross-sectional view taken
along lines 5-5 of Fig. 2;
Fig. 6 is an enlarged cross-sectional view taken
along lines 6-6 of Fig. 2;
Fig. 7 is an enlarged, fragmentary, side
elevational view of a drive mechanism of the telescopic
boarding bridge in accordance with the present invention;
Fig. 8 is an enlarged top plan view of a front end
of the telescopic boarding bridge illustrating the
possibilities of mounting the front end section supporting
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the canopy enclosure in line with the telescopic boarding
bridge and, in dotted lines, alternative positions thereof;
Fig. 9 is a side elevational view of the front end
section of the- telescopic boarding bridge showing the canopy
enclosure in a retracted position thereof;
Fig. 10 is a side elevational view of the front end
section of the telescopic boarding bridge showing the canopy
enclosure in an extended position thereof for covering the
hatch and the sides of the stairs of a commuter type
aircraft; and
Fig. 11 is a front end elevational view of the
front end section of the telescopic boarding bridge.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Now referring to the drawings, and in particular to
Fig. 1, a telescopic boarding bridge in accordance with the
present invention and generally designated by numeral 10 will
be described.
The telescopic boarding bridge 10, as will be
explained hereinafter, travels at ground level in a linear
direction to bridge the space between a commuter type
aircraft and a point of embarkation and debarkation such as a
ground level doorway of a terminal gate in an airport
terminal building. The telescopic boarding bridge 10 defines
an enclosed passageway which provides weather-proof shelter
for the protection of the passengers walking therethrough.
The telescopic boarding bridge 10 also prevents the
passengers from walking on the airport tarmac, thereby
providing security for the airport and safety for the
passengers.
Referring more specifically to the figs.1 to 7, the
telescopic boarding bridge 10 generally comprises a terminal
bridge section 12 supported in fixed position adjacent a
terminal building or the like, an intermediate bridge section
14 telescopically mounted to the terminal bridge section 12,
and a front bridge section 16 telescopically mounted to the
intermediate bridge section 14. The terminal, intermediate
and front bridge sections 12, 14 and 16 progressively
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increase in size so that the intermediate bridge section 14
slidably receives a front end portion of the terminal bridge
section 12 and the front bridge section 16 slidably receives
a front end portion of the intermediate bridge section 14.
Each bridge section 12, 14 and 16 has a floor 18, a
roof 20 and side walls 22. The floor 18 and the bottom
portions of the side walls of each bridge section 12, 14 and
16 are made of steel, whereas the upper portion of the side
walls 22 and the roof 20 thereof are made of fiberglass
panels filled with a structural composite foam such as NIDA-
CORE* or urethane. The bridge sections 12, 14 and 16 have a
weather seal between them to prevent egress of wind, snow,
rain or the like. All bridge sections 12, 14 and 16 include
handrails 23 along the interior sides thereof.
Each handrail 23 consist of an extruded elongated
member defining a longitudinal channel 25 in which a
plurality of eyelets or the like are mounted for electrical
cables to pass through in a festoon like-manner for allowing
the same to extend and retract with the telescopic boarding
bridge 10. The telescopic boarding bridge 10 is connected to
the terminal building power via a water-tight power plug and
receptacle.
More specifically, the terminal bridge section 12
is mounted at a rear end thereof to a plurality of support
members 24 secured to a foundation. As seen in Figs. 4 and 5,
a pair of brackets 26 is mounted to a front end of the
terminal bridge section 12 on opposite sides thereof. A
roller 28 is mounted to each bracket 26 for supporting the
front end of the terminal bridge section 12 on the floor 18
of the intermediate bridge sections 14. Each bracket 26 also
supports a guide roller 30 which is mounted thereto for
rotation about a vertical axis. The guide rollers 30 are
mounted to their respective brackets 26 by means of bolts 32
and thus the vertical position of each guide roller 30 may be
independently adjusted. The guide rollers 30 are respectively
positioned to be in rolling contact with the inner surfaces
of the opposite side walls 22 of the intermediate bridge
section 14 for ensuring alignment of the terminal and
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intermediate bridge sections 12 and 14 during retraction and
extension of the telescopic boarding bridge 10.
As shown in Fig. '3, a gently sloping ramp 34 is
hingedly secured to a front edge of the floor 18 of the
terminal bridge section 12 for providing a transition between
the floors 18 of the terminal and intermediate bridge
sections 12 and 14.
It is noted that additional modular fixed walkways
can be connected to the rear end of the terminal bridge
section 12 to accommodate airport layout that requires longer
distances between the terminal door and the aircraft parking
location.
Referring now to Figs. 1 to 6, the rear end of the
intermediate bridge section 14 is supported on the ground
through a pair of wheels 36 laterally mounted on opposite
sides of the intermediate bridge section 14. More
particularly, each wheel 36 is rotatably mounted on an idler
shaft 38 extending outwardly from one side of the
intermediate bridge section 14.
As seen in Figs. 2 and 6, the intermediate bridge
section 14 is provided at rear end thereof with two spaced-
apart guide rollers 40 positioned on a transversal axis
relative to a longitudinal axis of the telescopic boarding
bridge 10 for respectively engaging opposite side walls 22 of
the terminal bridge section 12. Each guide roller 40 is
rotatably mounted to a vertically extending threaded pin 42
threadeably engaged,with a bracket 44 secured to the floor 18
of the intermediate bridge section 14. Guide rollers 40 along
with guide rollers 30 ensure that the terminal and
intermediate bridge sections 12 and 14 remain in line during
extension and retraction of the telescopic boarding bridge
10.
As seen in Figs. 4 and 5, the front end of the
intermediate bridge section 14 is supported on the floor 18
of the front bridge section 16 by a pair of rollers 46
respectively mounted to a pair of brackets 48 secured to
opposite sides of the intermediate bridge section 14. Each
roller 46 is rotatably mounted to a horizontally extending
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threaded pin 50 passing through a hole defined in the corresponding
bracket 48. The threaded pins 50 are respectively secured to the
brackets 48 by two nuts 52.
Each bracket 48 further supports a guide roller 54
mounted thereto for rotation about a vertical axis. The guide
rollers 54 are respectively rotatably mounted on vertically
extending threaded pins 56 secured to the brackets 48 by means of
nuts 58. The guide rollers 54 are positioned to engage inner
surfaces of the opposite side walls 22 of the front bridge section
16 to ensure alignment of the intermediate and front bridge
sections 14 and 16 during extension and retraction of the
telescopic boarding bridge 10.
A gently sloping ramp 59, as shown in Fig. 3, is
hingedly secured to a front edge of the floor 18 of the
intermediate bridge section 14 for providing a transition between
the floors 18 of the intermediate and front bridge sections 14 and
16.
As best seen in Figs. 2 and 5, two pairs of wheels 60
are laterally mounted to the front bridge section 16 to support the
same on the ground. Each wheel 60 is rotatably mounted on an idler
shaft 62 extending outwardly from a side of the front bridge
section 16.
The front bridge section 16 is provided at a rear end
thereof with two spaced-apart guide rollers (not shown) positioned
on a transversal axis relative to the longitudinal axis of the
telescopic bridge 10 for respectively engaging opposite side walls
22 of the intermediate bridge section 14. Each guide roller is
rotatably mounted to a vertically extending threaded pin 66
threadeably engaged with a bracket 68 secured to the floor 18 of
the front bridge section 16. The guide rollers 54 of the
intermediate bridge section 14 along with the guide rollers of the
front bridge section 16 force the intermediate and front bridge
sections 14 and 16 to move in a straight line during extension and
retraction of the telescopic boarding bridge 10.
By not driving the wheels 36 and 60 of the intermediate
and front bridge sections 14 and 16 and by
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mounting them on independent idler shafts 38 and 62 extending
laterally from the sides of bridge sections 14 and- 16, as
explained hereinbefore, it is possible to minimize the
elevation of the floor 18 of the boarding bridge 10 relative
to the airport tarmac and still have larger wheels to clear
ramp obstacles such as snow and ice. Indeed, as the pairs of
wheels, 36 and 60 are not the driving force of the telescopic
boarding bridge 10, it is not necessary that they be
connected to common shafts extending under the bridge.
As commuter type aircraft are generally equipped
with stairs that swing downwardly near ground level, it is
important to minimize the elevation of the floors 18 of the
telescopic boarding bridge 10 such as to provide a surface
substantially level with the bottom of the aircraft stairs
for passengers to step on, thereby preventing them from
walking on the airport tarmac.
The telescopic boarding bridge 10 is provided with
a drive mechanism 70 which is operational to selectively push
and pull on the terminal, intermediate and front bridge
sections 12, 14 and 16 to displace the telescopic boarding
bridge 10 between a retracted position and an extended
position.
More particularly, as shown in Figs. 2, 3 and 7,
the drive mechanism 70 is mounted to the intermediate bridge
section 14 and includes a drive motor 72 driving a gear box
74 coupled to a drive shaft 76 on which two spaced apart
sprockets 78 are installed for respectively driving two
chains 80 mounted on opposite sides of the intermediate
bridge section 14 and fixedly connected at a first end
thereof to a front end of the terminal bridge section 12 and
at a second end thereof to a rear end of the front bridge
section 16. Each sprocket 78 is housed in a weatherproof
boxes 82 for protecting it from the elements.
It is noted that the drive motor 72 is reversible
for driving the chains 80 in either direction depending upon
whether it is desired to retract or extend the telescopic
boarding bridge 10.
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As seen in Figs. 4 to 7, each chain 80 has opposite
sections slidably engaged within a pair of longitudinal and
parallel guide chains 84 respectively mounted to one side of
the intermediate bridge section 14 above and under a bottom
structure thereof. More specifically; each pair of guide
chain 84 includes a first guide member 84a mounted to an
inner surface of one side wall 22 of the intermediate bridge
section 14 and a second guide member 84b mounted to an
underside surface of the bottom structure of the intermediate
bridge section 14.
Accordingly, each chain 80 is routed under the
bottom structure of the intermediate bridge section 14, in a
guide member 84b, and is connected to the rear end of the
front bridge section 16. The other end portion of each chain
80 is routed above the floor 18 of the intermediate bridge
section 14, in a guide member 84a, and is fixedly connected
to the front end of the terminal bridge section 12.
The chains 80 have rollers 86 on each side thereof
for supporting them on the bottom side surfaces of the guide
chains 84. Each guide chain 84 has a C-shaped cross-section
which is adapted to ensure slidability of the chain 80 in the
guide 84 while preventing lateral deflection of the chain 84
therein to thus enable the same to impart a movement to the
intermediate and front bridge sections 14 and 16 by way of a
pulling action or of a pushing action. Each guide chain 84 is
provided with a longitudinal rib 88 projecting downwardly
from an upper side thereof for further restricting the
deflection of a chain engaged within the guide chain 84.
As shown in Fig. 7, the links of each chain 80 are
provided with cooperating abutment surfaces 90a and 90b which
enable the chains 80 to become as rigid when thrusting as
when pulling.
In operation, the actuation of the drive motor 72
produces the rotation of the sprocket wheels 78 and thus the
longitudinal displacement of the chains 80. Accordingly, the
intermediate and front bridge sections 14 and 16 are
simultaneously moved in the same direction as that of the
chains 80.
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More specifically, as the drive motor 72 operates
in one direction, the chains 80 are either pushed at' the top
and pulled at the bottom, or vise versa, depending on the
direction of fotation of the drive motor 72. For instance,
assume the drive motor 72 rotates the drive shaft 76 such
that the portions of the chains 80 located above the floor 18
of the intermediate bridge section 14 are creating thrust
forces between the intermediate and terminal bridge sections
14 and 12 and pulling forces between the intermediate and
front bridge sections 14 and 16. The thrust forces between
the intermediate and terminal bridge sections 14 and 12 will
force the rear end of the intermediate bridge section 14 to
move away from the front end of the terminal bridge section
12. Since the terminal bridge section 12 is supported in
fixed position, only the intermediate bridge section 14 can
move. Accordingly, the intermediate bridge section 14 will be
displaced toward the rear end of the terminal bridge section
12 at a speed directly proportional to the rotation speed of
the drive motor 72.
While the intermediate bridge section 14 is moving
relative to the terminal bridge section 12, the front bridge
section 16 is pulled back toward the rear end of the terminal
bridge section 12 as it retracts over the intermediate bridge
section 14. The movement of the front bridge section 16
relative to the intermediate bridge section 14 will be at the
same speed as the movement of the intermediate bridge section
14 relative to the terminal bridge section 12. This provides
a relative movement of the front bridge section 16 to the
terminal bridge section 12 at twice the speed of the
intermediate bridge section 14 relative to the terminal
bridge section 12.
When the direction of rotation of the drive motor
72 is reversed, the intermediate and front bridge sections 14
and 16 will move based on the principals described above, but
in the opposite direction.
By having the drive mechanism mounted to the
intermediate bridge section 14 instead of mounted to the
terminal bridge section 12, the front bridge section 16
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relative to the terminal bridge section 12 moves at twice the
speed as the speed of the intermediate bridge section 14
relative to the front bridge section 16 or as that of the,
intermediate bridge section 14 relative to the terminal
bridge section 12. Reducing the speed of drive rotation
reduces the horsepower required for any given extension or
retraction speed of the telescopic boarding bridge 10.
The presence of the two sprocket wheels 78 and the
two chains 80 driven by a common drive shaft 76 provides even
and properly aligned contraction and extension movements of
the bridge sections 12, 14 and 16 with respect to each other.
Indeed, both chains 80 will always push or pull at the same
speed with no slippage, thereby forcing the terminal,
intermediate and front bridge sections 12, 14 and 16 to be
self-aligning during extension and retraction of the
telescopic boarding bridge 10.
The above described drive mechanism 70 allows for
slippage of the wheels 36 and 60 on snow or ice and still
permit the telescopic boarding bridge 10 to extend and
retract in a linear direction, thereby preventing cocking or
racking the bridge sections 12, 14 and 16.
When power is removed from the drive motor 70, a
brake (not shown) on the motor is automatically set which
prohibits bridge movement. The motor brake (not shown) can be
manually released if it is necessary to move the telescopic
boarding bridge 10 back away from the aircraft when power is
disconnected or not available.
Travel limit switches (not shown) are provided for
limiting the forward and backward movements of the
intermediate and front bridge sections 12 and 14. Additional
limit switches (not shown) are also provided to cause the
intermediate and front bridge sections 14 and 16 to
automatically slow down near the extreme limits of travel
thereof.
The telescopic boarding bridge 10 is controlled by
a programmable logic controller. A control panel (not shown)
is located at the front end of the front bridge section for
operating the telescopic boarding bridge 10.
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As seen in Figs. 1, 2 and 8 the front bridge
section 16 is provided at its front end with a cab 92 which
has at a front end thereof and at opposite sides thereof a
plurality of folding doors 94. The folding doors 94 have
windows to provide the operator with better visibility when
driving the telescopic boarding bridge 10. The cab 92 is
adapted to be connected to a front end section 96 comprising
a canopy enclosure 98 which is displaceable between a
retracted position and extended position for moving into and
out of engagement with the fuselage F of a small aircraft.
The front end section 96 may be mounted to the front end of
the cab 92 such as to be in line with the telescopic boarding
bridge 10 or, alternatively, to one side thereof such as to
extend at 90 degrees with respect to a longitudinal axis of
the telescopic boarding bridge 10, as shown in Fig. 8.
Generally, the front end section is mounted in line
with the telescopic boarding bridge 10 to mate with small
aircraft that park parallel to the airport terminal wall,
whereas the cabs 92 is mounted at 90 degrees thereto to mate
with aircraft that are parked pointing into the terminal.
The cab 92 may also be connected on one side
thereof to a luggage portal walkway section to facilitate
loading and unloading luggage from the aircraft.
As shown in Figs. 9 and 10, the front end section
96 includes two opposite side walls 99 and a forward bottom
extension 100 protruding in front of the side walls 99 for
receiving the stairs S of a small aircraft. This effectively
increases the length of the telescopic boarding bridge 10
without affecting the aircraft wing tip clearance. Because
the telescopic boarding bridge 10 is mounted at ground level,
the wing of the aircraft can never touch the longest portion
of the telescopic boarding bridge 10 that will come in
contact with the aircraft stairs S, thereby reducing the
extension required to mate to the aircraft. It is noted that
the forward bottom extension 100 is about seven feet wide to
allow for aircraft miss-parked.
The side walls 99 of the front end section 96
support a roof 102 which has a projecting portion which
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extend over the forward bottom extension 100. The elevation
of the roof 102 relative to the airport*-tarmac is higher than
that of commuter type aircraft and thus it does not affect
the wing clearance provided by the forward bottom extension
100.
As seen in Figs. 8, a pair of longitudinal and
parallel trackways 104 are mounted to the roof 102 for
cooperating with rollers 106 of a carrier member 108 to
slidingly connect the same to the roof 102.
The carrier member 108 is provided on each side
thereof with a downwardly extending holding member 110. Three
rib elements 112 are respectively pivotally mounted at
opposed ends thereof to the lower ends of the holding members
110 for vertical swinging movements about horizontal axes.
Each rib element 112 includes two arcuate members 114
connected at upper ends thereof by a transversal member 116.
The rib elements 112 provide structural support for the
canopy enclosure 98 which is fitted thereon.
As seen in Figs. 9 to 11, the canopy enclosure 98
includes curtains 118 which are mounted to the carrier member
108 and to the rib elements 112 for covering the doorway and
the sides of the stairs S of a small aircraft when the canopy
enclosure 98 is in an extended position thereof. The rib
elements 112 are connected to the curtains 118 at different
locations on a longitudinal axis of the canopy enclosure 98
for assisting the deployment thereof. The curtains 118 are
assembled to two lateral air bags 120 and to a central air
bag 122 attached at one end thereof to a supporting plate 124
secured to a front end of the carrier member 108.
A pair of lateral blowers 126 are respectively
mounted to the rear end of the roof 102 for inflating the two
lateral air bags 120 and at the same time cause the
displacement of the carrier member 108 toward a front end of
the roof 102.
A central blower 128 is mounted to the carrier
member 108 and is operational to inflate the central air bag
122 once the carrier member 108 as been displace to its
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forward position to cause the deployment of the canopy enclosure
98, as seen in Fig. 10.
As shown in Fig. 9, the canopy enclosure 98 is normally
urged in a retracted position thereof by means of springs 130a,b.
More particularly, a spring 130a is mounted to the supporting plate
124 and connected to the canopy enclosure 98 for swinging the same
away from the fuselage of an aircraft when power is removed from
the central blower 128. Additional springs 130b are mounted on each
side of the canopy enclosure 98 to assist the spring 130a in its
function and to displace the carrier member 108 away from the front
end of the roof 102 when power is removed from the lateral blowers
126. Each spring 130b is secured at one end thereof to one side
wall 99 of the front end section 96 and at opposed end thereof to a
front portion of the canopy enclosure 98. One interesting advantage
of the above described biasing mechanism is that in the event of a
power failure, the canopy enclosure will be automatically
disengaged from the fuselage of the aircraft, thereby enabling the
aircraft to be moved away from the telescopic boarding bridge 10.
Instead of the springs 130a,b, it is also contemplated
to utilize straps rolled upon spring loaded rollers.
However, it is understood that other means, such as
motorized rollers, may be provided for moving the canopy enclosure
98 back to its retracted position. A counterweighted pulley system
has also been contemplated
In operation, the telescopic boarding bridge 10 is first
extended to place the bottom forward extension 100 in an
appropriate position for receiving the stairs S of a commuter type
aircraft. Thereafter, the lateral blowers 126 are activated to
inflate the lateral air bags 120 and displace the carrier member
108 to its forward position. It is understood that the motive
forces generated by the lateral blowers 126 are greater than the
biasing forces exerted by the springs 130b. Once the carrier member
108 has been displaced to the front end of the roof 102, the
central blower 128 is activated to inflate the central air bag 122
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and thus cause the deployment of the canopy enclosure 98. In
its extended or deployed position, the canopy enclosure 98
mates with the fuselage of the aircraft for covering the
hatch or doorway and the sides of the stairs S thereof,
whereby the aircraft door can be opened into a protected
environment. The passengers step from the aircraft stairs S
directly onto the forward bottom extension 100 of the front
end section 96 of the telescopic boarding bridge 10.
It is noted that although the telescopic boarding
bridge 10 of the present invention has been described with
two moveable boarding bridge sections, namely the
intermediate and front bridge section 14 and 16, only one
moveable bridge section could be used, especially, in
situations where the maximization of the retraction and
extension distances is of much less importance.
-17-
