WO2004074098A1

WO2004074098A1 - Flexible over the wing passenger loading bridge

Info

Publication number: WO2004074098A1
Application number: PCT/CA2003/000221
Authority: WO
Inventors: Neil Hutton; Christopher Nowak
Original assignee: DEW Engineering and Development ULC
Current assignee: DEW Engineering and Development ULC
Priority date: 2003-02-18
Filing date: 2003-02-18
Publication date: 2004-09-02
Anticipated expiration: 2005-08-18
Also published as: AU2003303930A1; GB2414458A; DE10394150T5; GB2414458B; GB0518953D0

Abstract

Disclosed is a novel apparatus for moving passengers between an airport terminal building and a doorway of an aircraft located rearward of a wing of the aircraft. The inventive apparatus includes a passageway member (108) pivotally anchored to one of the terminal building and a passenger loading bridge for servicing a front doorway of a same aircraft. The apparatus includes a telescopic passageway member (110) that is pivotally mounted to the passageway member via a flexible connection (116). In use, the apparatus is cantilevered over the wing of an aircraft with the flexible connection (116) substantially above a highest point along an upper surface of the aircraft wing. The flexible connection (116) allows a cabin (106) carried at an outboard end of the telescopic passageway member (110) to mate to the rear doorway of the aircraft, providing an open passageway between the rear doorway and the terminal building through which passengers deplane. Positioning the flexible connection (116) above the high point of the wing approximately minimizes the inclination of each passageway member floor surface.

Description

Flexible Over the Wing Passenger Loading Bridge

Field of the Invention

[001] The present invention relates generally to passenger loading bridges and more particularly to a flexible over-the-wing passenger loading bridge for servicing a rear doorway of a nose-in parked aircraft.

Background of the Invention

[002] In order to make aircraft passengers comfortable, and in order to transport them between an airport terminal and an aircraft in such a way that they are protected from weather and otlier environmental influences, passenger loading bridges are used which can be telescopically extended and the height of which is adjustable. For instance, an apron drive bridge in present day use comprises a plurality of adjustable modules, including: a rotunda, a telescopic tunnel, a bubble section, a cab, and elevating columns with wheel carriage. Manual, semi-automated and automated bridge alignment systems are known for adjusting the position of the passenger loading bridge relative to an aircraft, for instance to compensate for different sized aircraft and to compensate for imprecise parking of an aircraft at an airport terminal, etc. Of course, other types of bridges are known in the art, such as for example nose loaders, radial bridges and pedestal bridges.

[003] Unfortunately, aircraft aisle design is such that passenger flow rate along aircraft aisles is a limiting factor, which slows down the entire deplaning operation. That is, the aircraft doorways and most passenger loading devices are capable of handling substantially higher passenger flow rates than are the aircraft aisles. Of course, similar delays are also encountered during the boarding, or enplaning, operation. This limitation is of serious concern in a marketplace where airlines consistently struggle to shorten the turn-around time of their aircraft in order to boost operating efficiency, lower operating costs and thereby offer lower fares to their customers.

[004] Accordingly, there has been much interest over the past several decades in developing ways of servicing plural doorways of a same aircraft, in order to reduce the length of time that is required to complete the boarding and deplaning operations for said aircraft. Although it is known to service more than one doorway in front of the wing of some types of large aircraft, for example using two separate apron drive bridges to service two different doorways, the actual time savings are nominal because some passengers must still traverse a long stretch of in-plane aisle in order to reach the nearer of the two different doorways.

[005] Some types of aircraft include a rear door through which passengers can enter and leave the aircraft by means of steps that are lowered from the aircraft onto the apron or tarmac, or by means of mobile steps that are connected to the door by ground personnel. One drawback with this approach is that it is necessary for passengers^' to walk onto the apron and then walk up steps into the passenger bridge. As will be obvious to one of skill in the art, it is not desirable for passengers to occupy the apron surrounding an aircraft, because of the safety risks involved. Additionally, accessibility may be a concern for some passengers, such as for instance a passenger using a wheelchair.

[006] An improved system for servicing a doorway behind or over the wing of aircraft equipped with such a doorway is required. In particular, many smaller types of aircraft, such as for instance narrow body aircraft, have only a single aisle along which passengers are able to traverse the distance between the front of the aircraft and the last row of seats in the back of the aircraft. By servicing the rear doorway, the length of in-plane aisle which the passenger must traverse may be reduced substantially, for example by a factor of up to two, with a corresponding reduction of the boarding and/or deplaning time. This is particularly desirable in the case of "stretch"⁵ models of aircraft, in which the length of in- plane aisle that must be traversed by passengers can be quite significant. This reduction in boarding and/or deplaning time not only avoids adverse passenger reaction, but also substantially increases safety during situations requiring fast deplaning as in the case of a fire on the ramp or in the aircraft at the terminal.

[007] There have been two basic techniques of positioning aircraft alongside passenger terminals to permit interconnection of the aircraft and the terminal using passenger bridges; these two techniques are parallel parking and nose-in parking. Parallel parking offers the advantage that the aircraft arrives and departs from its parked position under its own power, and thus requires no tow tractor in its turnaround cycle. Further, the orientation of the aircraft with respect to the terminal facade in parallel parking facilitates access to aircraft doorways either forward of or aft of the wing with known ramp supported loading bridges. However, parallel parking presents one very significant disadvantage. Parallel parking necessitates certain aircraft turning and maneuvering room, and therefore this technique requires greater terminal facade length than does the nose-in technique. Another disadvantage of parallel parking is that departure of an aircraft from a parked parallel position requires substantial engine thrust to start and turn the aircraft. As the aircraft departs, the exhaust of the aircraft engines is directed toward the terminal building and toward the ground equipment and personnel located adjacent the terminal with a resultant shaking of the terminal building and disruption of ground operation activities. In view of these disadvantages, most modern terminals utilize nose-in aircraft parking. However, with nose in parking, it is generally necessary to cantilever or otherwise move a passenger loading bridge structure directly over the aircraft wing in order to service the rear doorway.

[008] U.S. Patent 3,538,529 issued to Breier on November 10, 1970 discloses an overhead supported aircraft loading bridge, including a slightly arched telescoping tunnel section, which may be cantilevered over the wing of an aircraft for servicing a rear doorway thereof. The entire telescoping tunnel section is pivotally connected to a static structure, thereby providing limited freedom of vertical motion for clearing the wing and mating to the rear doorway of the aircraft. It is a disadvantage of this system that the telescoping tunnel section is pivotally connected at a point that is directly above a support leg of the static structure. Accordingly, a wing of a nose-in parked aircraft cannot be positioned directly below the pivotal connection point, but must instead stop at some distance away from the connection point, making it impossible to provide a uniformly sloping floor surface between the connection point and the rear doorway of the aircraft. It is a further disadvantage of this system that the angle of the telescoping tunnel section is fixed, such that the slope of the telescoping tunnel section floor members is other than adjustable. Accordingly, depending upon the size of an aircraft being serviced, it is possible that a slope exceeding 1:12 will result when the bridgehead is aligned with a rear doorway of the aircraft. As will be obvious to one of skill in the art, a slope that exceeds 1:12 is unacceptable in a boarding structure.

[009] DE 10046010 discloses a similar system in which a non-arched telescoping tunnel section is pivotally connected to an outboard end of a radial bridge. It is a disadvantage of the system disclosed in DE 10046010 that the radial bridge is supported at its outboard end, such that the telescoping tunnel section is pivotally connected to the radial bridge at a point that is directly above the wheel carriage structure and height adjustable frame. Accordingly, a wing of a nose-in parked aircraft cannot be positioned directly below the pivotal connection point, but must instead stop at some distance away from the connection point. This system suffers from the same disadvantages that were discussed supra with reference to U.S. Patent 3,538,529.

[0010] U.S. Patent 3,722,017 issued to Gacs et al. on March 27, 1973 discloses an over- the-wing aircraft loading bridge having a main passageway member pivotally supported at the terminal building end on a track mounted rack propelled carriage. The main passageway member is elevatable and depressable so that its outer end portion, slightly arched, may extend over the wing of an aircraft. At its outer end the main passageway mounts a lateral passageway including an operator's cab, which is for being mated to a rear doorway of the aircraft. The lateral passageway appears to serve as a bridge between the rear doorway and the main passageway element, which passageway lacks sufficient freedom of vertical movement to engage the rear doorway directly. It is a disadvantage of this system that the lateral passageway, including the mechanism for adjusting same, adds considerable weight to the unsupported (i.e. outboard) end of the main passageway member. The additional complexity of aligning such a bridge would increase the time required to move the bridge into alignment with the rear doorway, thereby negating some of the desired time savings. It is a further disadvantage of the system disclosed by Gacs et al. that additional bridge operators and gate control staff are required to service the multiple doors of the aircraft. For example, each doorway of the aircraft is serviced using a separate bridge having a separate entrance into the terminal area.

[0011] Kubatzki in WO 0009395 discloses an over the wing bridge including at least one horizontally pivotal extension arm, which extension arm is mounted on a static structure. An access tunnel, including a device on the end thereof for docking to the airplane, is coupled to the extension arm. Due to the length of the cantilevered section of the passenger bridge, which is pivotally connected to the static structure at a point that is directly above a support leg, the extension arm and the static structure are necessarily massive. Furthermore, the static structure and the extension arm appear to severely limit the ability of the bridge to pivot both horizontally and vertically. Accordingly, it is likely that the wing of the aircraft must be driven underneath the access tunnel, which many airline pilots strongly object to doing. [0012] Worpenberg in WO 0055040 discloses an over-the-wing bridge including a telescopic tunnel section that can be swiveled over the wing of an aircraft and which is supported by an extension arm that is fixedly or moveably mounted on a frame. The telescopic tunnel section is straight, and as such the inboard end of the tunnel section must be at a higher level relative to the outboard end of the tunnel section in order to engage the rear doorway of an aircraft whilst maintaining acceptable clearance above the aircraft wing. This may result in the upward slope of the telescopic tunnel section toward the terminal being unacceptable steep.

[0013] FMT Aircraft Gate Support Systems of Sweden has recently implemented a dual- door, overwing loading bridge. The bridge includes a passageway extending from a rotunda and which can be cantilevered over the wing of an aircraft to mate a cabin at the outboard end of the passageway to a rear doorway of the aircraft. The passageway is supported at a variable height by an adjustable wheel carriage in front of the wing and is permanently arched at a predetermined angle. Accordingly, vertical swinging motion occurs only at a point where the bridge is mounted to a fixed structure, such as one of a rotunda and a terminal building. It is a disadvantage that for certain combinations of fixed structure access height and aircraft rear doorway position, servicing the rear doorway is awkward or impossible due to the limited vertical motion of the cabin end.

[0014] It would be advantageous to provide an over-the-wing aircraft loading bridge that overcomes the above-mentioned disadvantages associated with the prior art.

Object of the Invention

[0015] In an attempt to overcome these and other limitations of the prior art it is an object of the instant invention to provide a flexible over-the-wing passenger loading bridge for servicing a rear doorway of a nose-in parked aircraft.

[0016] In an attempt to overcome these and other limitations of the prior art it is an object of the instant invention to provide a flexible over-the-wing passenger loading bridge that can be used in cooperation with a known passenger loading bridge to increase passenger flow rates to and from an aircraft. Summary of the Invention

[0017] In accordance with an aspect of the instant invention there is provided a passenger loading bridge for servicing an aircraft having a rear doorway aft of or over a wing, the passenger loading bridge comprising: a first passageway member having a length and including an inboard end and an outboard end, the inboard end for being pivotally mounted to a support and the outboard end for being positioned in a direction toward an aircraft; a telescopic passageway member having an inboard end and an outboard end and including at least two passageway elements, one that is telescopically received within the other such that a distance between the inboard end and the outboard end of the telescopic passageway member is variable, the telescopic passageway member for being supported in a cantilever like fashion such that, in use, the telescopic passageway member is extensible over a wing of an aircraft; a flexible connection disposed between the first passageway member and the telescopic passageway member for pivotally coupling the outboard end of the first passageway member and the inboard end of the telescopic passageway member, for supporting a vertical swinging motion of the outboard end of the telescopic passageway member relative to the inboard end of the telescopic passageway member and about an approximately horizontal axis; and, a height-adjustable support member mounted to an external surface of the first passageway member at a point along the length of the first passageway member that is distal from the outboard end of the first passageway member, such that the flexible connection is positionable above and approximately aligned with a highest point of a wing of an aircraft.

[0018] In accordance with an aspect of the instant invention there is provided a method of automatically aligning a passenger loading bridge to an aircraft having a rear doorway aft of or over a wing, comprising the steps of: stopping an aircraft adjacent to the passenger loading bridge; enabling an automated bridge control system of the passenger loading bridge; providing a type of the aircraft; automatically moving the passenger loading bridge such that a highest point along a wing of the aircraft is disposed approximately below a flexible connection of the passenger loading bridge and to engage a rear doorway of the aircraft; and, adjusting an angle between two tunnel sections of the passenger loading bridge, the two tunnel sections being disposed one each on opposite sides of the flexible connection, such that a slope of a floor member of each tunnel section is within a predetermined range of threshold values. Brief Description of the Drawings

[0019] Exemplary embodiments of the invention will now be described in conjunction with the following drawings, in which similar reference numbers designate similar items:

[0020] Figure la is a top plan view showing a loading bridge according to the instant invention in a stowed position relative to a nose-in parked aircraft;

[0021] Figure lb is a side view of the loading bridge shown in Figure la;

[0022] Figure 2a is a top plan view showing a loading bridge according to the instant invention in an aircraft engaging position relative to a nose-in parked aircraft;

[0023] Figure 2b is a side view of the loading bridge shown in Figure 2a;

[0024] Figure 3 a is a top plan view showing a loading bridge according to a second embodiment of the instant invention in a stowed position relative to a nose-in parked aircraft;

[0025] Figure 3b is a side view of the loading bridge shown in Figure 3 a;

[0026] Figure 3c is a top plan view showing a loading bridge according to a third embodiment of the instant invention in a stowed position relative to a nose-in parked aircraft;

[0027] Figure 3d is a side view of the loading bridge shown in Figure 3c;

[0028] Figure 4a is a detailed view of part of the loading bridge shown in Figure 3 a in a straight configuration;

[0029] Figure 4b is a detailed view of part of the loading bridge shown in Figure 3 a in a bent configuration;

[0030] Figure 5 is a top plan view of an aircraft loading apparatus according to the instant invention;

[0031] Figure 6 is a top plan view of another aircraft loading apparatus according to the instant invention; [0032] Figure 7a is a side view of a prior art over the wing bridge being cantilevered over a wing of an aircraft equipped with winglets;

[0033] Figure 7b is a side view of an over the wing bridge according to the instant invention, being cantilevered over a wing of an aircraft equipped with winglets; and

[0034] Figure 8 shows a method of mating the over the wing loading bridge to the rear doorway of the aircraft, according to the instant invention;

[0035] Figure 9 shows a side elevational view of another aircraft loading apparatus according to the instant invention;

[0036] Figure 10 shows a simplified end view of a passenger loading bridge according to the instant invention and including a failsafe support; and,

[0037] Figure 11 shows a simplified flow diagram of another method of mating the over the wing loading bridge to the rear doorway of the aircraft, according to the instant invention.

Detailed Description of the Invention

[0038] The following description is presented to enable a person skilled in the art to make and use the invention, and is provided in the context of a particular application and its requirements. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and the scope of the invention. Thus, the present invention is not intended to be limited to the embodiments disclosed, but is to be accorded the widest scope consistent with the principles and features disclosed herein.

[0039] Throughout the detailed description and. in tlie claims, it is to be understood that the following definitions shall be accorded to the following terms. The term 'inboard end' refers to that end of a passageway nearest a stationary structure, for instance one of a terminal building and a stationary rotunda. The term Outboard end' refers to that end of a passageway nearest an aircraft doorway. [0040] Referring to Figures la and lb, shown is a loading bridge according to the instant invention in a stowed position relative to a nose-in parked aircraft. Figure la shows a top plan view of the loading bridge. The loading bridge comprises a stationary rotunda 4 from which extends a passageway 1 ending with a pivotal cabin 8 for mating to a rear doorway 9 of an aircraft 10. The passageway 1 comprises a fixed-length first passageway member 2 and a telescopic tunnel section 21. The fixed-length first passageway member 2 includes a floor, two sidewalls and a ceiling. The telescopic tunnel section 21 includes outer and inner tunnel elements 6 and 7, wherein the inner element 7 is telescopically received within the outer element 6 such that the length of the tunnel section 21 is variable. Each tumiel element 6 and 7 includes a floor, two sidewalls and a ceiling. Preferably, the fixed- length first passageway member 2 and the outer tunnel element 6 have substantially similar cross-sectional profiles when viewed end-on. A flexible connection including a bellows- type canopy 12 and a floor connector 11 connects the outboard end of the first passageway member 2 and the inboard end of the outer tunnel element 6. The flexible canopy 12 is provided between the first passageway member 2 and the outer tunnel element 6 to provide weatherproof protection to passengers passing therebetween. Optionally, the flexible connection includes a floor plate (not shown) to provide a level surface over which passengers move through the bridge. The flexible connection permits vertical swinging of the telescopic tunnel section 21 about a horizontal axis passing through the floor connector 11.

[0041] The loading bridge is for being cantilevered and extended over the wing of the nose-in parked aircraft 10 to service the rear doorway 9. Accordingly, the inboard end of the first passageway member 2 is pivotally anchored to the stationary rotunda 4, preferably being at more or less the same elevation as the doorways in the aircraft 10. The first passageway member 2 is supported near the outboard end thereof by a wheel carriage including a height adjustable support post 19 and drive wheels 3. The height-adjustable support posts 19 are mounted to an external surface of the first passageway member 2 at a point along the length of the first passageway member 2 that is distal from the outboard end thereof. In this way, the flexible connection is positionable approximately above a highest point of a wing of an aircraft. The drive wheels 3 are for achieving angular displacement of the passageway 1. Additional mechanisms (not shown) are provided for slidingly extending and retracting the inner tunnel element 7 relative to the outer tunnel element 6, to thereby affect the length of the passageway 1, and for pivoting the pivotal cabin 8. The height adjustable support post 19 preferably includes one of a hydraulic cylinder, a pneumatic cylinder and a screw jack. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0042] As shown in Figure la, the rotunda 4 opens onto a stationary bridge structure 5 leading to a terminal building (not shown). The stationary bridge structure 5 includes a nose-loader type bridge 30 for simultaneously servicing a front doorway 31 of the aircraft 10. Optionally, the nose-loader type bridge 30 is replaced by one of a radial bridge and an apron drive bridge for simultaneously servicing a front doorway 31 of the aircraft 10. Preferably, the provided one of a nose-loader, radial and apron drive bridge is mated to the front doorway 31 of the aircraft 10 in a fully automated manner using an automated bridge alignment system (not shown). An automated bridge alignment system suitable for use with the instant invention is disclosed in co-pending United States patent application, Serial Number 10/025,500, filed December 26 2001 in the name of the Hutton and which is incorporated herein by reference. Further optionally, the rotunda 4 opens directly onto a terminal building concourse.

[0043] Referring to Figure lb, shown is a side view of the loading bridge of Figure la. As shown in Figure lb, overhead support means are provided for raising and lowering the cabin end of the telescopic tumiel section 21. In a first preferred embodiment shown in Figure lb the support means comprises a cable 13 attached at a first end to a bracket 14, which bracket 14 is mounted to a roof surface near the outboard end of the outer tunnel segment 6. The cable 13 is passed over a bearing member 15, which is preferably disposed atop a support tower 16, and attached at a second end to an adjustable winch 17. The action of winding additional cable onto the winch causes the cabin-end to rise, whereas winding cable off of the winch causes the cabin-end to lower. Preferably more than one cable is used. In a most preferred embodiment, two cables are used, which provides improved stability during operation and reduces the risk of a catastrophic failure in the event that one cable fails.

[0044] Optionally, the support means comprises a cable of fixed length, which cable is attached at a first end to a bracket mounted on a roof surface near the outboard end of the outer tunnel segment 6, and at a second opposite end to a second bracket mounted near the inboard end of the fixed-length passageway member 2. The cable passes over a bearing member (not shown), which is preferably disposed atop a height adjustable support tower (not shown) mounted near the outboard end of the fixed-length passageway member 2. Then, by extending the height adjustable support tower the cable is pushed up, thereby, causing the cabin-end to swing vertically upward. Similarly, retracting the height adjustable support tower causes the cabin-end to swing vertically downward.

[0045] Referring to Figure 2a, shown is a top plan view of a loading bridge according to the first embodiment of the instant invention in an aircraft engaging position relative to a nose-in parked aircraft. Elements labeled with the same numerals have the same function as those illustrated in Figure la. The passageway 1 is cantilevered over the wing of the aircraft 10 by driving the drive wheels 3 along an arcuate path in front of the wing and in a direction generally toward the aircraft. Of course, prior to the passageway 1 being cantilevered toward the aircraft, the height adjustable support post 19 of the wheel carriage is adjusted in order to raise the passageway 1 to a height that provides a minimum safe clearance to the wing so as to avoid contact with the wing of the aircraft 10. Typically, this height is a safe distance above the highest point of the upper surface of the wing of aircraft 10. When in the aircraft engaging position, the passageway 1 extends from the rotunda 4 and over the wing of aircraft 10, such that pivotal cabin 8 mates to the rear doorway 9.

[0046] Furthermore, some models of aircraft include winglets that are attached proximate a tip of the wing of the aircraft. Said winglets extend substantially above the highest point of the upper surface of the wing of aircraft 10. Accordingly, it is necessary in such cases for the height adjustable support post 19 of the wheel carriage to be adjusted in order to raise the passageway 1 to a height that provides a minimum safe clearance to the winglets, so as to avoid contact with the winglets when the passageway 1 is being moved approximately horizontally toward or away from the aircraft. Preferably, the minimum safe clearance to the highest point of the upper surface of the wing is substantially similar to the minimum safe clearance to the winglets, requiring the passageway 1 to be capable of being raised by an additional amount equal to the height of the winglets. Preferably, the height adjustable support post 19 includes a mechanical stop such that, in the event of a catastrophic failure of the over the wing bridge, the height adjustable support post 19 "bottoms out" prior to the passageway 1 coming into contact with the wing of the aircraft. In a most preferred embodiment, an adjustable mechanical stop is provided such that the "bottom out" position is variable in dependence upon the position of passageway 1. For instance, the passageway 1 may be raised to clear the winglet at the tip of an aircraft wing when being cantilevered over the wing. In such an instance, the "bottom out" position must be higher than the "bottom out" position that is required when the passageway 1 is over a flat portion of the wing. One solution is to provide an adjustable mechanical stop that "bottoms out" at a predetermined distance below a current bridge height, wherein the predetermined distance is less than the minimum safe clearance that is maintained between the passageway 1 and any surface of the aircraft wing. In a most preferred embodiment, the height adjustable support post 19 includes an electrical controller for providing an electronic "bottom out" point prior to the mechanical "bottom out" point. An adjustable mechanical stop as described above preferably includes a cam for automatically raising a support member disposed within and/or external to the height adjustable support post 19, during the period of time when the passageway 1 is being moved over the winglet. The mechanical stop optionally includes an electromagnetic screw for raising and lowering the passageway 1, and which provides a "hard stop" in an event that power to the screw is interrupted, for instance the screw does not "wind down" absent power being provided thereto.

[0047] Referring to Figure 2b, shown is a side view of the loading bridge illustrated in Figure 2a. Elements labeled with the same numerals have the same function as those illustrated in Figure lb. As discussed supra, Figure 2b shows the outboard end of first passageway member 2 being elevated a safe distance above the highest point of the upper surface of the wing of aircraft 10. Advantageously, the wheel carriage supports the first passageway member 2 at a point close to the leading edge of the aircraft wing, with the first passageway member 2 extending only a short distance beyond. As such, the floor connector 11 of the flexible connection is substantially positioned above the highest point of the upper surface of the wing of aircraft 10. The support means adjust the height of the cabin end of the passageway 1 in order to mate the cabin 8 to the doorway 9, allowing the passageway 1 to maintain a predetermined threshold clearance above the rearwardly downwardly sloping contour of the wing.

[0048] Preferably, the telescopic tunnel section 21 is substantially collinear with the first passageway member 2 during the period of time that the passageway 1 is being cantilevered over the wing of the aircraft 10. Optionally, the telescopic tunnel section 21 is locked at some predetermined angle relative to the passageway member 2, such that the passageway 1 clears the wing of aircraft 10. Said angle is variable in dependence upon whether or not the aircraft being serviced by the passageway 1 includes winglets attached near the tips of the wings. A sensor (not shown), preferably a plurality of sensors, including but not limited to laser range finders, echo sonography sensors, inductive proximity sensors, etc. are disposed along the passageway 1 in order to sense critical distances, such as for example a distance between an aircraft component and the passageway 1. In response to a sensor sensing an approach of a passageway section to within a predetermined threshold value, the sensor transmits a control signal to a bridge controller (not shown). The control signal is for initiating a corrective action, such as for instance one of moving the entire bridge away from the aircraft and stopping the motion of the bridge. Of course, once the cabin 8 is mated to the doorway 9 of the aircraft 10, the sensors continue to monitor critical distances as the aircraft is loaded and/or unloaded. Accordingly, the sensors also transmit automatic control signals for adjusting the relative positions of the tunnel segments as the aircraft raises and lowers during the above- mentioned operations, a function known as autoleveling.

[0049] Optionally, an automated bridge control system is provided for adjusting the relative positions of the tunnel segments during the initial process of aligning the cabin 8 to the doorway 9 of the aircraft 10. One such automated bridge control system is disclosed in the co-pending United States patent application discussed supra.

[0050] Optionally, a second telescopic passageway (not shown) replaces the fixed-length passageway member 2, such that the floor connector 11 may be positioned more precisely above the high point of the wing contour. This is particularly advantageous when a same bridge is used to service aircraft of different lengths. For example, a 737-900 is approximately 45 feet longer than a 737-100. hi the 737-900 the front doorway is moved forward relative to the wing and the rear doorway is moved rearward relative to the wing, compared to the 737-100. Accordingly, when each aircraft is parked such that the front doorway thereof is aligned with the nose-loader bridge 30, the leading edge of the wing is more distant from the rotunda 4 in the case of the 737-900 than in the case of the 737-100. By extending the second telescopic passageway toward the wing of the 737-900, the support post 19 and the floor connector 11 are better positioned relative to the wing of the aircraft, and the length of the telescopic tunnel section when it is moved over the wing to engage the rear doorway is minimized.

[0051] Referring to Figure 8, shown is a method of mating the over the wing loading bridge to the rear doorway of the aircraft, according to the instant invention. The over the wing loading bridge 1 occupies a stowed position prior to being used for servicing the aircraft 10, as shown in Figures la and lb. When the aircraft 10 is assigned to a docldng area adjacent the loading bridge 1, and when servicing of the rear doorway 9 is desired, a user of the bridge performs an optional step of enabling the automated bridge control system, to place the automated control system in a stand-by mode for aligning the cabin 8 of the loading bridge 1 with the rear doorway 9 of the aircraft 10. For instance, the user turns a key in a control panel or enters an alpha-numeric code via keypad of a control panel, to provide a control signal for enabling the automated bridge control system. Alternatively, the automated bridge control system remains in an enabled mode.

[0052] When enabled, a processor of the automated bridge control system performs a step of determining a type of the aircraft 10 to be serviced. For instance, the processor extracts data indicative of the type of aircraft from the control signal, and/or an imaging system of the control system captures an image of the aircraft 10 and extracts features from the image for comparison by the processor to template data stored in a local database, to thereby make an independent determination of the type of the aircraft 10. The template data;preferably is stored locally to the processor, such that substantially autonomous operation of the loading bridge 1 is possible.

[0053] In a next step, the processor retrieves other data relating to a predetermined minimum height profile for allowing the passenger loading bridge to maintain a minimum safe distance relative to the wing of the aircraft. The predetermined minimum height profile relates to a height of a point along the lower surface of the passenger loading bridge, at which height every point along the lower-surface of the passenger loading bridge is at least the minimum safe distance above a corresponding point on the wing of the aircraft. Optionally, the imaging system is used to confirm the presence of winglets and/or other features extending above the surface of the.wing of aircraft 10. The processor automatically corrects the predetermined minimum height profile in the event that an unexpected feature, such as for instance a winglet, is detected. Once the aircraft 10 has come to a stop at an expected stopping position adjacent the loading bridge 1, the automated control system automatically moves the bridge toward the expected stopping position of the rear doorway 9 of the aircraft 10, which requires that the telescopic tunnel section be moved in a cantilever fashion over the upper surface of the wing of the aircraft. Accordingly, an initial movement of the loading bridge 1 is for elevating the loading bridge such that a point along the lower surface thereof is at least a predetermined distance above the corrected predetermined minimum height profile, so as to maintain a minimum safe distance between the loading bridge and the wing of the aircraft during subsequent movement of the loading bridge 1. For example, the processor provides a control signal to the height adjustable support post 19 to extend said post 19, so as to elevate the outboard end of the fixed-length first passageway member 2 above the corrected predetermined minimum height profile. Next, the processor provides a second control signal to the overhead support means. For example, a winch controller (not shown) receives the second control signal and is actuated to either wind or unwind cable, so as to vertically swing the cabin end of the telescopic tumiel section 21 relative to the fixed-length passageway member 2, about the floor connector 11 of the flexible connection. In such a position, the telescopic tunnel section 21 and the fixed-length first passageway member 2 forms an arch with sufficient height to clear the wing of the aircraft, including the winglet when present.

[0054] The remaining movement of the loading bridge 1 toward the aircraft 10 is also controlled by the automated control system, in order to mate the cabin 8 to the rear doorway 9. Preferably, sensors disposed on and/or about the loading bridge sense distances between the loading bridge and plural surfaces of the aircraft 10, and provide electrical control signals useable by the processor of the automated control system for adjusting the bridge movement so as to avoid a collision between the loading bridge and the aircraft. Of course, once the cabin 8 is mated to the rear doorway 9, the same and/or different sensors sense distance information relating to the aircraft, in order to provide electrical control signals useable by the processor of the automated control system for adjusting the loading bridge 1 as the aircraft raises or lowers during an unloading or a loading operation.

[0055] Referring to Figures 3a and 3b, shown is a loading bridge according to a second embodiment of the instant invention in a stowed position relative to a nose-in parked aircraft. Elements labeled with the same numerals have the same function as those illustrated in Figures la and lb. According to the second embodiment, the overhead support means of Figure lb is replaced by a linear actuator comprising one of an extensible hydraulic cylinder 18 and an extensible electromechanical ball screw (not shown). Preferably, at least two linear actuators are provided, one adjacent to each opposing side surface of the passageway 1. The bridge 20 according to tlie second embodiment of the instant invention works in a manner substantially analogous to that of the first embodiment. Once the passageway is cantilevered over the wing of aircraft 10, the linear actuators 18 are actuated to raise or lower the cabin end of the passageway to the level of the rear doorway 9.

[0056] Referring now to Figure 4a and 4b, detailed views of a linear actuator 18 in the form of a hydraulic cylinder 22 are shown. The hydraulic cylinder 22 is pivotally mounted to a sidewall surface of first passageway member 2 using an anchor 21. An elongated piston 23 is telescopically received within the hydraulic cylinder 22 and is pivotally mounted to a sidewall surface of outer tunnel element 6 using an anchor 24. In Figure 4a, the first passageway member 2 is substantially longitudinally aligned with outer tunnel element 6. As shown in Figure 4b, extending the piston causes the outboard end of tumiel element 6 to "lower". Accordingly, the height of the cabin end of passageway 1 is controllable by extending and retracting the piston.

)57] Referring to Figure 3c and 3d, shown is a loading bridge according to a third embodiment of the instant invention in a stowed position relative to a nose-in parked aircraft. The third embodiment is similar to the second embodiment. According to the third embodiment, a rigid support 31 extends upward from the wheel carriage support post 19, and adjacent a sidewall surface of passageway member 2. A hydraulic cylinder 33 is pivotally mounted close to the top of support 31 using an anchor 22. An elongated piston 34 is telescopically received within the hydraulic cylinder 33 and is pivotally mounted to a sidewall surface close to the outboard end of outer tunnel element 6 using an anchor 35. Preferably, anchor 35 is pivotally mounted to a rigid floor support member (not shown) of outer tunnel element 6.

[0058] It is an unforeseen advantage of the apparatus described with reference to Figures

1 to 4 that, by including the flexible connection between the first passageway member 2 and the telescopic tunnel section 21, the passageway 1 is substantially more flexible compared to prior art over-the-wing bridges having a rigid, slightly arched shape. As such, the apparatus according to the instant invention is connectible between a wider range of fixed structure doorway heights and aircraft rear doorway heights compared to the prior art bridges. It is a further advantage of the instant invention that, by supporting the first passageway member 2 using a moveable ground support member, such as a wheel carriage, only the telescopic tunnel section 21 needs to be supported, for example using overhead support means or linear actuators. As such, the support means may be considerably less complex, thereby reducing capital costs, avoiding construction of massive support structures, reducing maintenance costs and improving reliability.

[0059] Optionally, the telescopic tunnel section 21 includes more than two tunnel elements, for instance three tunnel elements. As will be obvious to one of skill in the ait, additional tunnel elements extend the length of the passageway, thereby allowing the bridge to service rear doorways of stretch aircraft models, etc. Further optionally, additional flexible connections are provided along the length of the passageway, including mechanisms for changing the inclination of connected tunnel elements. For example, a flexible connection is provided between a first tunnel element and a second tunnel element and between the second tumiel element and a third tunnel element of a telescopic tunnel section comprising three tunnel elements. The additional flexibility of the passageway allows individual tunnel elements to be sloped less steeply, thereby improving accessibility and safety.

[0060] Of course, all embodiments illustrated above include a nose-loader type bridge for servicing a doorway in front of the wing of aircraft 10. Accordingly, following an initial connection operation, passengers may move quickly between a terminal building and the aircraft 10 via either one of the front and rear doorways. Preferably, airline employees direct a passenger to use one of the front doorway and the rear doorway, depending upon a predetermined seating assignment of the passenger, so as to avoid unnecessary intermingling of passengers along the airplane aisle or aisles. Optionally, an automated system including signs, boarding pass,scanners, etc. is used to direct passenger travel flow onto and/or off of the aircraft 10. Further optionally, one of a radial type bridge and an apron drive bridge is provided in place of the nose-loader, as discussed in greater detail with reference to Figure 5 and Figure 6, respectively, below.

[0061] As noted above, the front doorways of aircraft are often moved forward relative to the wing as the overall length of the aircraft increases. This is in addition to the rear doorways being moved rearward relative to the wing. Accordingly, it would be advantageous to provide an apparatus having a passenger loading bridge that can be pivoted and extended in order to engage a front doorway of plural types of aircraft, each type of aircraft being of a different length, thereby minimizing the amount of extension of an over the wing bridge potion that is required to engage a rear doorway of a same type of aircraft.

[0062] Referring to Figure 5, shown is a top plan view of an aircraft loading apparatus according to the instant invention. The apparatus includes an over the wing portion shown generally at 50 for servicing a rear doorway 9 of a nose-in parked aircraft 10 at a terminal building 61. The apparatus further includes a radial type bridge portion shown generally at 51 for servicing a front doorway 31 of the nose-in parked aircraft 10. The over the wing portion 50 and the radial type bridge portion 51 are coupled via a unitary passageway element 52 to each other and to an access portal 62 of the terminal building 61.

[0063] The over the wing portion 50 comprises a first passageway member 56 pivotally mounted at an inboard end to a rotunda 54 and supported near an outboard end by a wheel carriage 64 having a height adjustable support member (not shown) and driving wheels 68 for achieving angular displacement of the over the wing portion 50. The first passageway member 56 is also pivotally coupled at the outboard end to a telescopic passageway member 63 via a flexible floor connection 11 for allowing a vertical swinging motion of the telescopic passageway member 63, to align a cabin 59 mounted at an outboard end of the telescopic passageway member 63 with the doorway 9. Support means (not shown) are provided for adjustably controlling the vertical swinging motion. Of course, other mechanisms (not shown) are provided for adjusting the height of the over the wing portion 50, for extending and refracting the telescopic passageway member 63, etc. In a preferred embodiment, the over the wing portion 50 is aligned with the doorway 9 in an automated fashion. To this end, a bridge controller (not shown) is also provided for receiving data from sensors (not shown) mounted on or about the over the wing portion 50 and for providing control signals to the mechanisms. In a preferred embodiment, the portion 50 is aligned with the doorway 9 absent any human intervention. In another preferred embodiment, a human operator is required to perform one of an enable and a disable operation prior to the portion 50 being aligned to the doorway 9. For instance, the human operator turns a key in a control panel (not shown) or enters an alphanumeric code via a key pad (not shown) to enable the automated alignment system. In particular, flights that are only partially full may not require use of the over the wing portion 50, or alternatively certain airlines may not approve use of the over the wing portion with their aircraft. Of course, optionally the cabin 59 is pivotally mounted at the outboard end of the over the wing portion 50.

[0064] The radial type bridge portion 51 includes a fixed-length passageway member 55, which is mounted at an inboard end thereof to a rotunda 53 and supported at an outboard end by a wheel carriage 65 having a height adjustable support member (not shown) and driving wheels 67 for achieving angular displacement of the radial type bridge portion 51. The fixed-length passageway member 55 is telescopically coupled to a second passageway member 66, such that the length of the radial type bridge portion 51 is variable. A cabin 58 is mounted at an outboard end of the second passageway member 66 for engaging the doorway 31. The radial type bridge portion 51^' is aligned to the doorway 31 in one of a manual, semi-automated, tele-robotic and automated manner. Optionally, a bridge controller (not shown) is also provided for receiving data from sensors (not shown) mounted on or about the radial bridge type portion 51 and for providing control signals to the mechanisms. Of course, a number of passageway members other than two may be envisaged for use with the radial type bridge portion 51 of instant invention.

)65] Figure 6 is a top plan view of another aircraft loading apparatus according to the instant invention. Elements labeled with the same numerals have the same function as those illustrated in Figure 5, and their description is omitted here for clarity. The apparatus includes an over the wing portion shown generally at 50 for servicing a rear doorway 9 of a nose-in parked aircraft 10 at a terminal building 61. The apparatus further includes an apron bridge portion shown generally at 70 for servicing a front doorway 31 of the nose-in parked aircraft 10. The over the wing portion 50 and the apron bridge portion 70 are coupled via a unitary passageway element 71 to each other and to an access portal 62 of the terminal building 61.

[0066] The apron drive portion 70 includes a telescopic passageway member 78 comprising three passageway elements. Of course a number of passageway elements other than three may be envisaged for use with the instant invention. A first passageway element 73 is mounted at an inboard end to a rotunda 72. An outboard end of the first passageway element 73 is telescopically received within an inboard end of a second passageway element 74, and an outboard end of the second passageway element 74 is telescopically received within an inboard end of a third passageway element 75. The third passageway element 75 is supported near an outboard end thereof by a wheel carriage 76 having a height adjustable support member (not shown) and driving wheels 79 for achieving angular displacement of the apron drive portion 70 as well as telescoping of the passageway elements 73, 74 and 75 to alter the length of the apron drive portion 70. A cabin 77 is mounted at an outboard end of the third passageway element 75 for engaging the doorway 31. Optionally, the cabin 77 is pivotally mounted at the outboard end of the third passageway element 75 and a mechanism (not shown) is provided for adjusting the orientation of the cabin relative to the third passageway element 75. The apron drive portion 70 is aligned to the doorway 31 in one of a manual, semi-automated, tele-robotic and automated manner. Optionally, a bridge controller (not shown) is also provided for receiving data from sensors (not shown) mounted on or about the apron drive portion 70 and for providing control signals to the mechanisms.

[0067] Of course, other known configurations of apron drive bridges are also envisaged for use with the instant invention. For instance, an apron drive bridge including at least two passageway members, one telescopically received within the other, is suitable for use with the instant invention.

[0068] Referring now to Figure 9, shown is a side elevational view of another aircraft loading apparatus according to the instant invention. The loading bridge, shown generally at 100, extends from a support in the form of, for example, a stationary rotunda 102. A passageway 104, ending with a pivotal cabin 106, for mating to a not illustrated rear doorway of a not illustrated aircraft, extends from the support. The passageway 104 comprises a fixed-length first passageway member 108 and a telescopic tunnel section 110. The fixed-length first passageway member 108 preferably includes a floor, two sidewalls and a ceiling. The telescopic tunnel section 110 includes outer and inner tunnel elements 112 and 114, respectively, wherein the inner element 114 is telescopically received within the outer element 112 such that the length of the tunnel section 110 is variable. Each tunnel element 112 and 114 preferably includes a.floor, two sidewalls and a ceiling. Preferably, the fixed-length first passageway member 108 and the outer tunnel element 112 have substantially similar cross-sectional profiles when viewed end-on. A flexible connection 116 including a bellows-type canopy 118 and a floor connector 120 comiects the outboard end of the first passageway member 108 and the inboard end of the outer tunnel element 112. For instance, a hinge is provided between the outboard end of the first passageway member 108 and the inboard end of the outer tunnel element 112, for pivotally mounting one to the other. The bellows-type canopy 118 is provided between the first passageway member 108 and the outer tunnel element 112 to provide weatherproof protection to passengers passing therebetween. Optionally, the flexible connection 116 includes a floor plate (not shown) to provide a level surface over which passengers move through the bridge. The flexible connection 116 supports a vertical swinging motion of the telescopic tunnel section 110 about a horizontal axis passing through the floor connector 116, for instance a pivoting motion about the hinge.

[0069] The loading bridge 100 is for being cantilevered and extended over a not illustrated wing of a not illustrated nose-in parked aircraft, so as to service a rear doorway thereof. Accordingly, an inboard end of the first passageway member 108 is pivotally anchored to the stationary rotunda 102, preferably being at more or less the same elevation as the doorways along the lateral surface of the not illustrated aircraft. The first passageway member 108 is supported near the outboard end thereof by a wheel carriage 122 including a height adjustable support post 124 and drive wheels 126. The drive wheels 126 are for achieving angular displacement of the passageway 104. Additional mechanisms (not shown) are provided for slidingly extending and retracting the inner tunnel element 114 relative to the outer tunnel element 1 12, to thereby affect the length of the passageway 104, and for pivoting the pivotal cabin 106. The height adjustable support post 124 preferably includes one of a hydraulic cylinder, a pneumatic cylinder and a ball- screw jack. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice. Preferably, the height adjustable support posts 124 are mounted at a point along the length of the first passageway member 108 that is between approximately 10 feet and approximately 3 feet from the outboard end of the first passageway member 108. Most preferably, the height adjustable support posts 124 are mounted at a point along the length of the first passageway member 108 that is between approximately 8 feet and approximately 4 feet from the outboard end of the first passageway member 108. Mounting the height adjustable support posts 124 at a point distal from the outboard end of the first passageway member advantageously allows the wing of tlie aircraft to approach more closely to the flexible connection, absent any obstacles such as for instance one of a support post and a bridge supporting pedestal.

[0070] An overhead support system 128 is provided for supporting the telescopic tunnel section 110 relative to the passageway member 108. The overhead support system 128 is also for supporting a vertical swinging motion of an outboard end of the telescopic tunnel section 110 relative to an inboard end of the telescopic tunnel section 110. Preferably, the overhead support system 128 includes two ball-screw jacks 130a, 130b supported as shown in Figure 9. Each ball-screw jack is rotatably coupled to a motor 132a, 132b, respectively, which are coupled one-to the other via a drive-shaft 134. The drive-shaft 134 ensures that both motors turn at a same speed, such that both sides of the telescopic tumiel section 110 are raised or lowered at a same rate. A first end of the ball-screw jack 130b is coupled to the outer tunnel element 112 via first and second support members 136, 138, respectively. A second end of the ball-screw jack 130b is similarly coupled to the first passageway member 108 via third and fourth support members 140, 142, respectively. Reducing the distance between the first and second ends of the ball-screw jack 130b reduces the angle formed between the first 136 and third 140 support members, thereby elevating the outboard end of the telescopic tunnel section 110 in a controlled fashion. Conversely, increasing the distance between the first and second ends of the ball-screw jack 130b increases the angle formed between the first 136 and third HO support members, thereby lowering the outboard end of the telescopic tunnel section 110 in a controlled fashion. Of course, ball-screw jack 130a is supported and operated in a manner analogous to that of ball-screw jack 130b.

[0071] Referring now to Figure 10, the wheel carriage 122 of loading bridge 100 preferably includes a failsafe support 144 for supporting the telescopic tunnel section 110 at a minimum height above the height of the wing, in the event of a failure of the height adjustable support post 124. The failsafe support 144 is disposed below the first passageway member 108 at a point that is distant from the outboard end thereof. The failsafe support 144 includes a height-adjusting portion in the form of two telescoping support posts 146a, 146b mounted one each near opposite ends of a cross-member 148. Each one of the two telescoping support posts 146a, 146b includes a mechanism (not shown) for adjusting the length of the support post 146a, 146b. The mechanism (not shown) is a self-arresting mechanism, which is capable of "arresting" the failsafe support 144 at a current (i.e. last set) position in the event of a failure of the height adjustable support post 124. For example, the mechanism (not shown) is one of a redundant ball-pass screw and a ball screw having an acme thread. Advantageously, the self-arresting functionality is an inherent property of the mechanism itself, and is not a result of a braking action of not illustrated electric motors that are coupled one each to the mechanisms. Optionally, a type of self-arresting mechanism other than one of the above- mentioned examples is used.

[0072] The instant invention described above with reference to Figures 1-6 and Figure 9 discloses an over the wing bridge for servicing a rear doorway of an aircraft, wherein a flexible floor connection is provided between a first passageway member and a telescopic passageway member of a passageway. It is an advantage of the instant invention that the flexible floor connection is positionable close to the leading edge and/or highest point of the wing contour, such that the passageway may be cantilevered over the wing of the aircraft to engage the rear doorway thereof, whilst maintaining a safe clearance distance between the wing surface and the passageway. It is a further advantage that, when used in connection with an aircraft having winglets 80 attached near a tip of each wing 81, the bridge may still be cantilevered over the wing without requiring the cabin end of the bridge to project substantially into the air. In fact, the tops of the winglets of a 737 type aircraft are approximately 20 feet above the ground. Referring now to Figure 7a, shown is a prior art over the wing bridge 83 being cantilevered over the wing 81 of an aircraft having winglets 80 attached thereto. The cabin end 82 of the non-flexible over the wing bridge 83 extends .substantially higher than the tops of the winglets. This situation is undesirable, especially when operating under windy or adverse conditions. Referring now to Figure 7b, shown is a flexible over the wing bridge 90 according to the instant invention being cantilevered over the wing 81 of an aircraft having winglets 80 attached thereto. A first passageway member 84 slopes upward from a rotunda 85 to a height for providing safe clearance to the winglet 80, and the flexible floor connection 11 allows the telescopic passageway member 86 to swing vertically downward from said height, such that the cabin end 87 is approximately 20 feet above the ground or less.

[0073] Referring now to Figure 11, shown is a simplified flow diagram of another method of mating the over the wing loading bridge to the rear doorway of the aircraft, according to the instant invention. At step 200, an aircraft is stopped adjacent to the passenger loading bridge. At step 202, an automated bridge control system is enabled, for instance by providing a password using a user interface device in communication with the bridge control system. At step 204 the type of the aircraft is provided to the bridge control system. For instance, a touch screen is used to select a type of aircraft from a plurality of different aircraft types. At step 206, the boarding bridge is moved automatically under the control of the bridge control system such that a highest point along a wing of the aircraft is disposed approximately below a flexible connection of the passenger loading bridge and to engage a rear doorway of the aircraft! At step 208, an angle between two tunnel sections of the passenger loading bridge, the two tunnel sections being disposed one each on opposite sides of the flexible connection, is adjusted such that a slope of a floor member of each one of the two tunnel sections is within a predetermined range of threshold values. For instance, the relative angle between the first passageway member 108 and the telescopic tunnel section 110 is optimized, such that neither the passageway member 108 nor the telescopic tunnel section 110 slopes at more than 1:12.

[0074] Preferably, every point along a lower surface of the passenger loading bridge is at least a predetermined minimum safe distance above a corresponding point on the wing of the aircraft when the doorway aft of the wing of the aircraft is engaged. Most preferably, a distance between the lower surface of the passenger loading bridge and a corresponding point on the wing of the aircraft is sensed, and the height of the passenger loading bridge is adjusted during the time that the doorway aft of the wing of the aircraft is engaged. In this way, the at least a predetermined minimum safe distance is maintained between every point along the lower surface of the passenger loading bridge and the corresponding point on the wing of the aircraft. Preferably, the step of adjusting a height of the passenger loading bridge comprises the step of adjusting a height of the flexible connection relative to the wing, whilst the door is maintained in an engaged condition with the passenger loading bridge. Preferably, when the flexible connection is raised relative to the wing, the telescopic tunnel section 110 is simultaneously extended such that an angle between the first passageway member 108 and the telescopic tunnel section 110 is reduced. Preferably, when the flexible connection is lowered relative to the wing, the telescopic tunnel section 110 is simultaneously retracted such that an angle between the first passageway member 108 and the telescopic tunnel section 110 is increased. Accordingly, the flexible connection, in combination with the placement of the height adjustable support posts 124 at a distance that is remote from the outboard end of the first passageway member 108, provides a highly flexible passenger loading bridge for servicing aircraft doorways aft of a wing.

[0075] Optionally, the invention according to any of the above-described embodiments is operable in an automated manner, for example by providing an automated bridge control system. One such automated bridge control system is disclosed in the co-pending United States patent application discussed supra. Of course, each one of the above-mentioned apparatus includes a first moveable bridge for servicing a front doorway of an aircraft and an over the wing bridge for servicing a rear doorway of a same aircraft. The first moveable bridge and/or the over the wing bridge are alignable to the corresponding doorway of the same aircraft in one of a manual fashion and an automated fashion. Advantageously, the first moveable bridge may be aligned to the front doorway of the aircraft in the automated fashion using the automated bridge control system, once the aircraft has come to a stop and absent any ground personnel intervention. A member of the flight crew of the aircraft then optionally deplanes via the front doorway and enables the automated bridge control system to align the over the wing bridge to the rear doorway of the same aircraft.

[0076] Preferably, the height adjustable support member for adjusting the vertical position of the over the wing portion includes a mechanical stop, such that in the event of a catastrophic failure the height adjustable support member "bottoms out" prior to the over the wing portion coming into contact with the wing of the aircraft. In a most preferred embodiment, an adjustable mechanical stop is provided such that the "bottom out" height is variable in dependence upon the bridge position. For instance, the over the wing portion may be raised to clear a winglet at the tip of an aircraft when being cantilevered over the wing. In such an instance, the bottom out position must be higher than the bottom out position that is required when the bridge is over a flat portion of the wing. One solution is to provide an adjustable mechanical stop that bottoms out a predetermined distance below a current bridge height, wherein the predetermined distance is less than the minimum safe clearance that is maintained between the bridge and a portion of the aircraft. Another solution is to provide a failsafe support, such as was described with reference to Figure 10.

[0077] Numerous other embodiments may be envisaged without departing from the spirit and scope of the invention.

Claims

ClaimsWhat is claimed is:

1. A passenger loading bridge for servicing an aircraft having a rear doorway aft of or over a wing, the passenger loading bridge comprising: a first passageway member having a length and including an inboard end and an outboard end, the inboard end for being pivotally mounted to a support and the outboard end for being positioned in a direction toward an aircraft; a telescopic passageway member having an inboard end and an outboard end and including at least two passageway elements, one that is telescopically received within the other such that a distance between the inboard end and the outboard end of the telescopic passageway member is variable, the telescopic passageway member for being supported in a cantilever like fashion such that, in use, the telescopic passageway member is extensible over a wing of an aircraft; a flexible comiection disposed between the first passageway member and the telescopic passageway member for pivotally coupling the outboard end of the first passageway member and the inboard end of the telescopic passageway member, for supporting a vertical swinging motion of the outboard end of the telescopic passageway member relative to the inboard end of the telescopic passageway member and about an approximately horizontal axis; and, a height-adjustable support member mounted to an external surface of the first passageway member at a point along the length of the first passageway member that is distal from the outboard end of the first passageway member, such that the flexible connection is positionable above and approximately aligned with a highest point of a wing of an aircraft.

!

2. A passenger loading bridge according to claim 1 comprising a mechanism including a first end in communication with the first passageway member and including a second end in communication with the telescopic passageway member, whereby varying a distance between the first end of the mechanism and the second end of the mechanism effects a pivoting motion of the outboard end of the telescopic passageway member relative to the inboard end of the telescopic passageway member.

3. A passenger loading bridge according to claim 2 wherein- the mechanism comprises a ball-screw jack.

4. A passenger loading bridge according to any one of claims 1, 2, and 3 comprising a self-arresting fail-safe support for supporting a portion of the passenger loading bridge during a failure of the height-adjustable support member.

5. A passenger loading bridge according to any one of claims 1, 2, 3, and 4 wherein the height-adjustable support member comprises a wheel carriage for supporting a horizontal swinging motion of the passenger loading bridge relative to the support.

6. A passenger loading bridge according to claim 5 wherein the wheel carriage includes drive wheels for frictionally engaging a ground surface, to achieve angular displacement of the outboard end of the first passageway member, and to thereby cantilever the outboard end of the telescopic passageway member in a direction generally toward a rear doorway of an aircraft.

7. A passenger loading bridge according to any one of claims 1, 2, 3, 4, and 5 wherein a distance between the point along the length of the first passageway member and the flexible connection is between approximately 10 feet and approximately 3 feet.

8. A passenger loading bridge according to any one of claims 1, 2, 3, 4, 5, and 7 wherein a distance between the point along the length of the first passageway member and the flexible connection is between approximately 8 feet and approximately 4 feet.

9. A passenger loading bridge according to any one of claims 1, 2, 3, 4, 5, 7, and 8 comprising a cabin pivotally mounted at the outboard end of the telescopic passageway member for engaging a rear doorway of an aircraft.

10. A passenger loading bridge according to any one of claims 1, 2, 3, 4, 5, 7, 8, and 9 wherein the flexible connection comprises a hinge disposed between the outboard end of the first passageway member and the inboard end of the telescopic passageway member.

11. A passenger loading bridge according to any one of claims 1 , 2, 3, 4, 5, 7, 8, 9, and 10 wherein the flexible connection comprises a bellows-like canopy disposed between the outboard end of the first passageway member and the inboard end of the telescopic passageway member.

12. A passenger loading bridge according to any one of claims 1, 2, 3, 4, 5, 7 8, 9, 10, and 11 wherein the first passageway member comprises a fixed-length passageway element having a cross-section normal to the length of the first passageway member and wherein the one of the at least two passageway elements of the telescopic passageway member has a substantially same cross-section normal to a longitudinal axis thereof.

13. A passenger loading bridge according to any one of claims 1, 2, 3, 4, 5, 7, 8, 9, 10, and 11 wherein the first passageway member comprises at least two passageway elements, one that is telescopically received within the other, such that a distance between the inboard end and the outboard end of the first passageway member is variable.

14. A method of automatically aligning a passenger loading bridge to an aircraft having a rear doorway aft of or over a wing, comprising the steps of: a) stopping an aircraft adjacent to the passenger loading bridge; b) enabling an automated bridge control system of the passenger loading bridge; c) providing a type of the aircraft; d) automatically moving the passenger loading bridge such that a highest point along a wing of the aircraft is disposed approximately below a flexible comiection of the passenger loading bridge and to engage a rear doorway of the aircraft; and, e) adjusting an angle between two tunnel sections of the passenger loading bridge, the two tunnel sections being disposed one each on opposite sides of the flexible connection, such that a slope of a floor member of each tunnel section is within a predetermined range of threshold values.

15. A method according to claim 14 wherein every point along a lower surface of the passenger loading bridge is at least a predetermined minimum safe distance above a corresponding point on the wing of the aircraft.

16. A method according to any one of claims 14 and 15 wherein step e) is performed by a step of adjusting an overhead support system for raising and lowering a distal end of one of the two tunnel sections relative to the flexible floor connection.

17. A method according to any one of claims 14, 15, and 16 comprising the steps of: sensing a distance between a lower surface of the passenger loading bridge and a corresponding point on the wing of the aircraft; and adjusting a height of the passenger loading bridge such that every point along the lower surface of the passenger loading bridge is at least a predetermined minimum safe distance above the corresponding point on the wing of the aircraft.

18. A method according to claim 17 wherein the step of adjusting a height of the passenger loading bridge comprises the step of raising the flexible connection relative to the wing.

19. A method according to any one of claims 17 and 18 wherein the door is maintained in an engaged condition with the passenger loading bridge during the step of adjusting a height of the passenger loading bridge.

20. A method according to claim 17 wherein the step of adjusting a height of the passenger loading bridge comprises the steps of: raising the flexible connection relative to the wing; extending a length of one of the two tunnel sections; and, reducing an angle between the two tunnel sections.

21. A method according to claim 17 wherein the step of adjusting a height of the passenger loading bridge comprises the steps of: lowering the flexible connection relative to the wing; retracting a length of one of the two tunnel sections; and, increasing an angle between the two tunnel sections.