WALmsp From United States of America, joined Sep 2010, 126 posts, RR: 0 Posted (1 year 1 week 2 days ago) and read 3148 times:
Can anyone provide a history of jetways or recommend some sources? For example,
When/where were jetways first used?
How quickly did their use spread?
Advantages/disadvantages of "parallel" parking at the terminal vs "nose-in" parking?
When did airlines switch?
In this 1971 picture of LAX, you can see T4, T5, and T6 are park nose-in, while UA at T7/8 uses a mix of both methods. http://www.flickr.com/photos/lafdhs/5545208530/in/pool-1473691@N21/
Thanks in advance...
In memory of my Dad, Robert "Bob" Fenrich, WAL 1964-1979, MSP ONT LAX
timz From United States of America, joined Sep 1999, 6693 posts, RR: 7
Reply 4, posted (1 year 1 week 1 day 4 hours ago) and read 2706 times:
Aviation Week has a pic of an "Aero-Gangplank" at O'Hare in 1958. Dunno if there was more than one-- probably not, it was a tryout.
But in 1955 Idlewild tried a Whiting Loadair for a year. The plane stopped on a set of transverse rails that winched it sideways to bring the door to the gate. (So how many different wheelbases did it have to accommodate? Doesn't say, but it says it couldn't handle a Viscount.)
gr8circle From Canada, joined Dec 2005, 3063 posts, RR: 4
Reply 5, posted (1 year 1 week 1 day 3 hours ago) and read 2698 times:
Quoting rfields5421 (Reply 3): stupid idiot passeners wandering into ramp areas where they should not go.
I used to love doing that when I was small and the world was a simpler place back in the 70s and 80s....they used to allow us to get off the plane and roam around in the immediate vicinity without some security person coming and yelling at you.....that used to be possible only with the airstairs of course...
Viscount724 From Switzerland, joined Oct 2006, 23838 posts, RR: 23
Reply 6, posted (1 year 1 week 1 day 3 hours ago) and read 2682 times:
Good views of many parallel jetways connected to both front and rear doors in this 1963 footage from ORD (part of a documentary on air traffic control). Also good views of the F class cabin on a UA DC-8-21 including the original Palomar seats. http://www.youtube.com/watch?v=SrgA0yYhHic
vc10 From United Kingdom, joined Nov 2001, 1397 posts, RR: 16
Reply 9, posted (1 year 1 week 4 hours ago) and read 2310 times:
I have just finished reading a book "Diamonds in the Sky" written by Kenneth Hudson and Julian Pettifer , which if you can find a copy is well worth the read. Anyway a picture in this book shows a movable [ manual] passenger walkway for passengers to board the aircraft without being blown away by the prop wash from the running engine.
Now as this picture was taken at Croydon [UK} in 1931 it can hardly be called a Jetway and it did not extend completely to the passenger building. Also as the aircraft were tail wheel types and the passenger door was at the rear the walkway was only some 6 to 12 inches off the ground but it does show the concept was thought of a very long time ago
longhauler From Canada, joined Mar 2004, 4698 posts, RR: 36
Reply 10, posted (1 year 6 days 22 hours ago) and read 2184 times:
Quoting WALmsp (Reply 8): I understand the spatial advantage of nose-in, so why did airlines parallel park to begin with? Carry-over from propellered days? Dual jetway boarding?
There could be a lot of reasons, remember that in those days, it was service that generated passengers, not low fares. Look at the old photos with red carpets in front of the forward stairs and just plain old stairs at the rear. There certainly was a differentiation between the cabins then. Now, look at the parallel gating pictures, it almost looks like the rear jetway was in an entirely different lounge.
Perhaps, the dual jetways kept the "classes" separate.
Also, before the jets, most of these transport aircraft carried 50 maybe 60 passengers, with the advent of (gasp) 130 passengers on one flight, you had to board through two doors!
It seems like two things evolved with nose-in gating ... they realized that one door could load 200 passengers, as well as it wasn't as unpalatable as predicted having Economy passengers walking through First to get to their seats.
Never gonna grow up, never gonna slow down .... Barefoot Blue Jean Night
rfields5421 From United States of America, joined Jul 2007, 7217 posts, RR: 29
Reply 12, posted (1 year 6 days 18 hours ago) and read 2121 times:
Quoting WALmsp (Reply 8): so why did airlines parallel park to begin with? Carry-over from propellered days?
Despite being a relatively new industry - aviation and airlines are very tradition bound. That's how we've always done it is very much alive today.
Obviously the first passenger aircraft were parked where they could taxi out directly after loading.
Of course when jets came along, there was not a wholesale change immediately. Also, many airport gate parking spots had to service both jets and prop aircraft for many years.
Something as nose in-parking was a huge change in practice, and also a significant increase in ground equipment costs.
I remember having to wait at MSY before we could be pushed back because THE tug was busy pushing pack another aircraft and having some difficulty turning the other plane. It delayed out departure for about 20 minutes. That was 1970.
bohica From United States of America, joined Feb 2004, 2611 posts, RR: 0
Reply 13, posted (1 year 6 days 17 hours ago) and read 2116 times:
Quoting WALmsp (Thread starter): Advantages/disadvantages of "parallel" parking at the terminal vs "nose-in" parking?
I think the advantages have already been mentioned. One of the largest disadvantages was the amount of ramp space needed. For the space used for a 707/DC8 to taxi in and out of its gate under its own power, you could easily park two airplanes nose in. Also the jetways had to be long enough to reach the doors. They also had to be swung out of the way for the plane to arrive/depart. That means a lot of jetway movement. The jetway driver has limited visibility from the cab position and there has been a lot of collisions with ground equipment and unfortunately other people on the ramp. Nowadays jetways are moved only as far as they need to be. Someone else also mentioned the risk of jet blast.
Quoting WALmsp (Thread starter): In this 1971 picture of LAX, you can see T4, T5, and T6 are park nose-in,
Where the DC-10 is located in the bottom of the picture they would normally park two 737's and the passengers would walk down the ramp from the building to board them. Both 737's could taxi in/out under their own power. Also at the top of the picture between the 720 and the 727 there was another spot where a 737 could park "parallel" to the terminal. Because WA didn't have enough jetway gates capable of handling the DC-10 at the time, they would park a DC-10 at the space for the two 737's and use the ramp and stairs to board the plane. I remember boarding a LAX-MEX flight out of that gate. BTW the DC-10's were towed out of that parking position before engine start.
WALmsp From United States of America, joined Sep 2010, 126 posts, RR: 0
Reply 14, posted (1 year 6 days 5 hours ago) and read 2025 times:
Quoting bohica (Reply 13): Where the DC-10 is located in the bottom of the picture they would normally park two 737's and the passengers would walk down the ramp from the building to board them. Both 737's could taxi in/out under their own power. Also at the top of the picture between the 720 and the 727 there was another spot where a 737 could park "parallel" to the terminal. Because WA didn't have enough jetway gates capable of handling the DC-10 at the time, they would park a DC-10 at the space for the two 737's and use the ramp and stairs to board the plane
I'm a WAL baby so I'm have very fond memories of T5! I remember boarding 737s at those gates. Although most of my summer flights to MSP involved a 720, I did get to fly the DC10 on one of those trips! On that topic, WA flew DC10s for a while MSP-LAX and MSP-SFO. I have seen pictures of the 10 parked at the alley-side corner of MSP's Blue Concourse. I think the other parked on the north-side corner; can anyone confirm if my memory is correct?
In memory of my Dad, Robert "Bob" Fenrich, WAL 1964-1979, MSP ONT LAX