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Normal Airbridges Vs. Over-wing Airbridges (AMS)  
User currently offlinePacific From Hong Kong, joined Mar 2000, 1064 posts, RR: 0
Posted (3 years 6 days 3 hours ago) and read 7520 times:

One of the biggest drawbacks of the Boeing 757-300 was the time it took to plane and deplane at the airport due to its length and the single-aisle nature of the aircraft. This got me thinking of the design of the airbridges in Amsterdam where the second airbridge actually goes over the wing to serve door 4 of the 747. If such airbridges can serve the front and rear doors of the 757-300, it would probably solve the problem. Heck, if door 3 was full-size, it would be the best as catering can use door 4 at the same time.


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All this comes down to cost. Obviously, an over-wing airbridge would cost far more initial outlay but afterwards, are running costs (maintenance etc), similar? I'm going to go off in my fantasy world here but, *if* such gates were commonplace and *if* we get another long narrowbody design in the future, how much fuel will airlines save? The 757-300 is a good 30 tons lighter than the A300, which was built for similar missions.

Of course in a free-market world of privately run airports, the airport company would see no reason to build more expensive gates at the expense of MTOW-based landing fees...but it's great to imagine!

11 replies: All unread, jump to last
 
User currently offlineRoseFlyer From United States of America, joined Feb 2004, 9670 posts, RR: 52
Reply 1, posted (3 years 6 days 2 hours ago) and read 7486 times:

There's an easy answer to your question. All an airline has to do is use air stairs and have passengers walk on the ramp to the back of the airplane. It's somewhat common place to use two doors on a narrowbody in quick turn operations and this is usually done by airlines loading from the ground with stairs. Complicated jetbridges to meet the aft door and avoid the rear stabilizer are far too complicated in my opinion. A good old fashion stair will work presuming the airport allows it and passengers are willing to walk outside.


If you have never designed an airplane part before, let the real designers do the work!
User currently offlinebohica From United States of America, joined Feb 2004, 2720 posts, RR: 0
Reply 2, posted (3 years 5 days 23 hours ago) and read 7430 times:

I know this would take up a lot of ramp space but in the good ole days at some airports, a 707 or DC8 would park parallel to the terminal and a jetway would be used on the front and rear doors. Realistically though, I don't see it happening ever again.

User currently offlineViscount724 From Switzerland, joined Oct 2006, 25689 posts, RR: 22
Reply 3, posted (3 years 5 days 18 hours ago) and read 7318 times:

Quoting bohica (Reply 2):
I know this would take up a lot of ramp space but in the good ole days at some airports, a 707 or DC8 would park parallel to the terminal and a jetway would be used on the front and rear doors.

That was common at ORD in the early years of jet service. Example below of TWA 707 with bridges connected to both front and rear doors.


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UA also had this group of gates at SFO in the 1960s with bridges to both front and rear doors. After their stretched DC-8-61s arrived I doubt they would have fit. The aircraft could taxi to and from these gates under their own power.



User currently offlineBrenintw From Taiwan, joined Jul 2006, 1686 posts, RR: 1
Reply 4, posted (3 years 5 days 13 hours ago) and read 7205 times:

Wasn't there a problem in DEN where an over-the-wing bridge gave way and damaged the wing of an aircraft?


I'm tired of the A vs. B sniping. Neither make planes that shed wings randomly!
User currently offlineMax Q From United States of America, joined May 2001, 4678 posts, RR: 19
Reply 5, posted (3 years 5 days 12 hours ago) and read 7173 times:

The over wing jet bridge does seem a good idea but outside AMS I haven't seen it.





Even in the picture above it doesn't appear that any of the rear airbridges are connected.



The best contribution to safety is a competent Pilot.
User currently offlinekalvado From United States of America, joined Feb 2006, 491 posts, RR: 0
Reply 6, posted (3 years 5 days 6 hours ago) and read 7094 times:

WN uses (used) overwing airbridge at some airports - a least at ALB; and I had a chance to actually use it.
It was same intent of faster turnaround, but I believe it turned out not cost effective.


User currently onlinetjwgrr From United States of America, joined Mar 2000, 2472 posts, RR: 2
Reply 7, posted (3 years 5 days 5 hours ago) and read 7054 times:

Quoting Brenintw (Reply 4):
Wasn't there a problem in DEN where an over-the-wing bridge gave way and damaged the wing of an aircraft?

Yep- damaged a UAL 752.

United tested the over-wing bridges, but then ditched the project:

http://www.denverpost.com/business/ci_7324922



Direct KNOBS, maintain 2700' until established on the localizer, cleared ILS runway 26 left approach.
User currently offlinebohica From United States of America, joined Feb 2004, 2720 posts, RR: 0
Reply 8, posted (3 years 5 days 2 hours ago) and read 6961 times:

Quoting Max Q (Reply 5):
The over wing jet bridge does seem a good idea but outside AMS I haven't seen it.

They used to have them at the old terminal 4 in JFK. I never saw them in use though. They were removed when the terminal was rebuilt.

Quoting Max Q (Reply 5):
Even in the picture above it doesn't appear that any of the rear airbridges are connected.

It looks like one is connected to the plane on the far left.

Quoting Viscount724 (Reply 3):
UA also had this group of gates at SFO in the 1960s with bridges to both front and rear doors. After their stretched DC-8-61s arrived I doubt they would have fit. The aircraft could taxi to and from these gates under their own power.

I remember seeing that when I was a child in SFO. I looked in the database and sure enough they also parked the DC8-61 that way as well. I remember they had to tow the plane into the gate but they did power out.



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User currently offlineYXD172 From Canada, joined Feb 2008, 449 posts, RR: 0
Reply 9, posted (3 years 4 days 17 hours ago) and read 6846 times:

Quoting RoseFlyer (Reply 1):
All an airline has to do is use air stairs and have passengers walk on the ramp to the back of the airplane

Or, there's always ARN's combination of over-the-wing airbridge to stairs (for use with the DC-9 and MD-80s). They were designed to end in stairs down to the ramp, allowing passengers a short walk to the tail door of the aircraft.

This is the best picture I can find of it, you can see the stairs (the grey-walled ones with little portholes) behind the 2nd-4th aircraft (I'm not sure if these are in use anymore)


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Radial engines don't leak oil, they are just marking their territory!
User currently offlineC172Akula From Canada, joined Mar 2001, 1008 posts, RR: 4
Reply 10, posted (3 years 2 days 4 hours ago) and read 6546 times:

Pier D at YYC had an overwing airbridge that WS tried out for a while. Don't know if it is still there or not. I should really look the next time I fly out of D.

User currently offlineYXD172 From Canada, joined Feb 2008, 449 posts, RR: 0
Reply 11, posted (2 years 12 months 3 days 7 hours ago) and read 6172 times:

Quoting C172Akula (Reply 10):
Pier D at YYC had an overwing airbridge that WS tried out for a while. Don't know if it is still there or not. I should really look the next time I fly out of D.

I know that the overwing half of it has been boarded up for a few years - to my disappointment the one time I boarded through that gate. I think last time I passed by that they'd taken it down completely, but I may be wrong. I guess it just didn't make that much of a difference? Or maybe the UA incident had something to do with it.



Radial engines don't leak oil, they are just marking their territory!
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