Jetway safety
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Jetway safety
I have investigated several jetway accidents. Fortunately, I have never investigated a fatality at a jetway, although I have investigated several fatalities in other accidents on the ramps.
My heart goes out to a recent accident victim. He was crushed under a jetway, and his leg was amputated up to his hip.
The company in question shall remain nameless in this post. However, the name is not needed. There are companies with very good jetway procedures, and then there is the remainder of the airline insdustry. Most airlines have very bad, or non-existing jetway training and procedures. Therefore, I make this post to warn pilots and all others to be wary when on the ground around jetway wheels.
Please be very careful to not be complacent when under a jetway. Always treat the jetway as if it will move, even if it is parked next to the airplane. I have investigated several jetway accidents where the jetway was parked next to the airplane, but it was not powered down, as required.... someone then comes along and "bumps" the steering handle...the jetway then takes off at warp speed. I know...it does not sound probable, but I have investigated at least three incidents where this was the case.
Please be careful around, or under the jetways.
My heart goes out to a recent accident victim. He was crushed under a jetway, and his leg was amputated up to his hip.
The company in question shall remain nameless in this post. However, the name is not needed. There are companies with very good jetway procedures, and then there is the remainder of the airline insdustry. Most airlines have very bad, or non-existing jetway training and procedures. Therefore, I make this post to warn pilots and all others to be wary when on the ground around jetway wheels.
Please be very careful to not be complacent when under a jetway. Always treat the jetway as if it will move, even if it is parked next to the airplane. I have investigated several jetway accidents where the jetway was parked next to the airplane, but it was not powered down, as required.... someone then comes along and "bumps" the steering handle...the jetway then takes off at warp speed. I know...it does not sound probable, but I have investigated at least three incidents where this was the case.
Please be careful around, or under the jetways.
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Tex,
An important safety matter, indeed ... crush injuries are never nice ... I am sure that we all feel an empathy with the injured worker, his workmates and family.
Might we ask that you and other readers with practical experience of aerobridges and similar equipment detail some of the important pro/con considerations for procedural safety with this sort of equipment for the benefit of the readership ? ... provided that you can do so without compromising your employment responsibilities. It might be useful to extend the discussion to similar considerations in the aircraft pushback phase of operations ...
An important safety matter, indeed ... crush injuries are never nice ... I am sure that we all feel an empathy with the injured worker, his workmates and family.
Might we ask that you and other readers with practical experience of aerobridges and similar equipment detail some of the important pro/con considerations for procedural safety with this sort of equipment for the benefit of the readership ? ... provided that you can do so without compromising your employment responsibilities. It might be useful to extend the discussion to similar considerations in the aircraft pushback phase of operations ...
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Poor Guy - nasty accident. 
Regarding the discussion, I have a few comments/questions based on the operations I ve seen, predominatly at LGW..
Surely, the handling agent, (ie the dispatcher), is responsible for securing the jetway after use?
Here the'mechanics' of the system require both the use of the ID swipe and a key prior to operation. I believe the system will reset to 'locked' after a short period of non use?
Not sure what the stage of loading/unlaoding was when this happened but in a similar situation what about the risk to pax possibly falling between the bridge and aircraft?
Surely an incdient like this would be sufficent grounds for gross negligence on the part of the handling agent?
Are the standards of operation similar around the world?
Maybe the answer is some form of guard around the ground wheels with proximity sensor to cut the power in similar circumstances.
Tex, can you say where this happened without giving away the company involved?
Also I ve noticed different protocols from different airlines. EG Virgin will not allow anyone on the bridge head, except the dispatcher, until the doors are open in case the chute deploys by accident.
The other worry is the number of air crew who struggle down the outside steps complete with their carry ons, especially the female f/a some in outfits not designed for that incline!
Regarding the discussion, I have a few comments/questions based on the operations I ve seen, predominatly at LGW..
Surely, the handling agent, (ie the dispatcher), is responsible for securing the jetway after use?
Here the'mechanics' of the system require both the use of the ID swipe and a key prior to operation. I believe the system will reset to 'locked' after a short period of non use?
Not sure what the stage of loading/unlaoding was when this happened but in a similar situation what about the risk to pax possibly falling between the bridge and aircraft?
Surely an incdient like this would be sufficent grounds for gross negligence on the part of the handling agent?
Are the standards of operation similar around the world?
Maybe the answer is some form of guard around the ground wheels with proximity sensor to cut the power in similar circumstances.
Tex, can you say where this happened without giving away the company involved?
Also I ve noticed different protocols from different airlines. EG Virgin will not allow anyone on the bridge head, except the dispatcher, until the doors are open in case the chute deploys by accident.
The other worry is the number of air crew who struggle down the outside steps complete with their carry ons, especially the female f/a some in outfits not designed for that incline!
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Whilst not related to being crushed by the wheels of a moving jetway, I seem to recall hearing of an incident where a ground crew-person working in a jetway was severely injured by the explosive deployment into the jetway, of a still-armed slide as the a/c door was opened.
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While not a jetway incident, the following links relate to the use of mobile airstairs:
Commercial & Business Aviation Advisory Circular 0174 - Mobile Aircraft Passenger Stands
Transportation Safety Board (Canada) Aviation Occurrence Report A99A0046 - Injuries to Person While Deplaning
Commercial & Business Aviation Advisory Circular 0174 - Mobile Aircraft Passenger Stands
Transportation Safety Board (Canada) Aviation Occurrence Report A99A0046 - Injuries to Person While Deplaning
My advice to non-ramp workers or newbies who just happen to find themselves on a ramp, for whatever reason,
watch very carefully where the other workers are standing
I know that you have to keep out of their way (baggage handlers, mechanics etc.) but the first time that I politely stood in the shade of a jetbridge, I got a very rude awakening when that giant tyre began swivelling and chasing me.
It was clear that the jet bridge operator couldn't see me and I of course had no idea about the seemingly random movement at the business end.
For the season worker, it would be very helpful if you pointed this out to any strangers on your ramp.
watch very carefully where the other workers are standing
I know that you have to keep out of their way (baggage handlers, mechanics etc.) but the first time that I politely stood in the shade of a jetbridge, I got a very rude awakening when that giant tyre began swivelling and chasing me.
It was clear that the jet bridge operator couldn't see me and I of course had no idea about the seemingly random movement at the business end.
For the season worker, it would be very helpful if you pointed this out to any strangers on your ramp.
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John,
Yes, I will be happy to discuss my suggestions/recommendations regarding jetway safety.
My first recommendation is to have positive clearance of the wheel prior to movement. We clear our props/engines prior to start. Why not have wheel clearance prior to jetway movement? A simple thumbs-up signal from a ground handler to the jetway operator would work (is is now in place at the company which had the most recent accident).
I found as a Safety Director at a US airline, that formal jetway training is not done in many, many companies. It's usually Suzy teaching Jane, then Jane teaching Cindy, then Cindy....you get it. A formal jetway training program, with a sign-off in training records has been proven to save hundreds-of-thousands of dollars. One jetway crash into the side of an airplane can have a devestating effect on cost through damage and lost revenues from being AOG. I know this first hand.
Not only would I caution a newbe to be carefull around jetways, but I would caution him/her to watch all ground vehicles and tugs and treat them as a potential threat. I have personally witnessed a pilot hit by a tug. Fortunately, it was a grazing hit, and he was not run-over. However, there are so many fatalities each year from ground vehicle accidents on airport ramps. Mostly, caused or contributed by complacency of both the drivers and people walking on the ramps.
I would be interested in reading other opinions.
I'm sorry. I forgot to answer a question. The location was KMEM.
Yes, I will be happy to discuss my suggestions/recommendations regarding jetway safety.
My first recommendation is to have positive clearance of the wheel prior to movement. We clear our props/engines prior to start. Why not have wheel clearance prior to jetway movement? A simple thumbs-up signal from a ground handler to the jetway operator would work (is is now in place at the company which had the most recent accident).
I found as a Safety Director at a US airline, that formal jetway training is not done in many, many companies. It's usually Suzy teaching Jane, then Jane teaching Cindy, then Cindy....you get it. A formal jetway training program, with a sign-off in training records has been proven to save hundreds-of-thousands of dollars. One jetway crash into the side of an airplane can have a devestating effect on cost through damage and lost revenues from being AOG. I know this first hand.
Not only would I caution a newbe to be carefull around jetways, but I would caution him/her to watch all ground vehicles and tugs and treat them as a potential threat. I have personally witnessed a pilot hit by a tug. Fortunately, it was a grazing hit, and he was not run-over. However, there are so many fatalities each year from ground vehicle accidents on airport ramps. Mostly, caused or contributed by complacency of both the drivers and people walking on the ramps.
I would be interested in reading other opinions.
I'm sorry. I forgot to answer a question. The location was KMEM.
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All very relevant. Another point which I learnt (luckily by observing and not being hit) was to avoid walking/standing next to baggage conveyors. During our (swift) turnarounds in the charter world I was doing the walkaround check as bags were being offloaded. Some of the static ports require you to stand right next to the baggage conveyor to see clearly for blockages. Just as I walked away an extremely large suitcase 'missed' the conveyor as it was 'flung' in it's general direction. It's a good 8' drop from the cargo bay on a 757.
Another point which I am sure has been raised before is the attitude about hi-vis jackets. It still amazes me how certain (mainly pilots) people think they don't need to wear them despite the company SOP's. I hate having to drag one on, especially when it has tangled itself through it's own armholes in your flightbag, but, if I get hit by something on the ramp I am damn sure that I am going to take every reasonable precaution before the event to ensure that the company/insurers don't have a 'get out' when it comes to loss of licence etc. I even gave my reasoning to a Captain who assured me wouldn't need them for the 'short walk' to the gate. He didn't appear to have thought of it from that angle before.
Be safe.
PP
Another point which I am sure has been raised before is the attitude about hi-vis jackets. It still amazes me how certain (mainly pilots) people think they don't need to wear them despite the company SOP's. I hate having to drag one on, especially when it has tangled itself through it's own armholes in your flightbag, but, if I get hit by something on the ramp I am damn sure that I am going to take every reasonable precaution before the event to ensure that the company/insurers don't have a 'get out' when it comes to loss of licence etc. I even gave my reasoning to a Captain who assured me wouldn't need them for the 'short walk' to the gate. He didn't appear to have thought of it from that angle before.
Be safe.
PP
Deficient Engineering? -- Make up a Procedure!
In the heat of a moment in a harried workday, procedures do get forgotten from time to time.
I would start with the audible backup alarms now commonly installed on dump trucks and construction equipment. Very cheap at your local auto supply and easily installed.
A "cow catcher" around the wheel could also help, but in these days of high technology, how about a video camera pointed at the wheel area -- or even a wide angle mirror like they have on school buses?
As far as uncommanded movement is concerned, the jetway should never move unless both the steering handle and a button/pedal is held depressed during movement.
This is all basic engineering
I would start with the audible backup alarms now commonly installed on dump trucks and construction equipment. Very cheap at your local auto supply and easily installed.
A "cow catcher" around the wheel could also help, but in these days of high technology, how about a video camera pointed at the wheel area -- or even a wide angle mirror like they have on school buses?
As far as uncommanded movement is concerned, the jetway should never move unless both the steering handle and a button/pedal is held depressed during movement.
This is all basic engineering
Last edited by RatherBeFlying; 29th Dec 2002 at 17:46.
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Pilot Pete: You raise an interesting point about insurance and it is not so much the Loss of Licence policy you have to worry about as the Personal Accident policy that may have to pay for you in a wheel chair or, worst case, keep your family. It is an individuals responsibility to take advantage of all safety measures offered, be they a legal requirement or not, should you have an accident and it is clear that you did not take advantage of such measures the Underwriters may well find you partly to blame for your demise and limit the pay-out accordingly.
The obvious case is the person who does not wear a seat belt in a car, front or back, legal requirement or not and is injured in an accident. If the belt is provided and not worn you will, almost certainly, be held partially responsible for your state.
You can expect the same rulings to be applied to High Visibility jackets.
The obvious case is the person who does not wear a seat belt in a car, front or back, legal requirement or not and is injured in an accident. If the belt is provided and not worn you will, almost certainly, be held partially responsible for your state.
You can expect the same rulings to be applied to High Visibility jackets.
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Jetways
Just to add to this subject.
The particular make of Jetways in use over here, FMC, all have 'cow-catchers' around the wheel. The result of this is that when they come into contact with an object, the safety switch will immediately cut power to the bridge, thus, preventing some silly sod from getting run over, or colliding with vehicles. Personally, common sense would tell me that whenever an aircraft is on the gate, the bridge may move at any time.
Secondly, on the control panel, there is an LCD TV screen which allows the operator a full view of the wheel area while docking with the aircraft, and while removing it.
Our company rules also state that the operator should be the only person on the bridge-head while docking with the A/C. But, this is rarely followed.
The particular make of Jetways in use over here, FMC, all have 'cow-catchers' around the wheel. The result of this is that when they come into contact with an object, the safety switch will immediately cut power to the bridge, thus, preventing some silly sod from getting run over, or colliding with vehicles. Personally, common sense would tell me that whenever an aircraft is on the gate, the bridge may move at any time.
Secondly, on the control panel, there is an LCD TV screen which allows the operator a full view of the wheel area while docking with the aircraft, and while removing it.
Our company rules also state that the operator should be the only person on the bridge-head while docking with the A/C. But, this is rarely followed.
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I would also advise to not take a short-cut and walk through a string of baggage carts. A pilot once became an unwilling passenger as he attempted to cut through a string, and it took off wiith him riding the tongue to the bag room. 
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A couple of questions from someone who knows very little indeed about the more intimate details of an airbridge/jetway's anatomy:-
1) Is there an emergency cutoff button located in the vicinity of the wheels?
2) Is there an audio horn that will sound if it is left for, say, 30 seconds with no input above and not powered down?
1) Is there an emergency cutoff button located in the vicinity of the wheels?
2) Is there an audio horn that will sound if it is left for, say, 30 seconds with no input above and not powered down?
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In addition to Jet Bridge training how about Chocking the wheels so that the jetway can't inadvertanly move?
When the bridge needs moved, ground handlers un-chock the wheels and show the operator that the chocks have been removed.
Mike
When the bridge needs moved, ground handlers un-chock the wheels and show the operator that the chocks have been removed.
Mike
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Capt, Stable,
As I said in my earlier post, my experience is only with FMC Jetways, what other makes have, I don't know.
Anyway,
1) There is an emergency cut off switch on the Operator Panel in the bridge head; on the wheel bogey, and at the power supply area (can't remember what it's called, though usually at the bottom of the pillar on the fixed bridge section).
2) Yes, again, there are two alarms on the bridge. Firstly, you have an alarm, and usually an orange beacon on the wheel bogey that will start ringing & flashing as soon as the operator moves the joystick to reposition the bridge. This is in addition to the 'cow-catcher' which also surrounds the wheel area (optional, I believe). Secondly, there is an 'Auto-Level' alarm, which without going into too much detail, will start sounding when the auto-level wheel stops tracking the aircraft fuselage.
FWA,
The procedure in place at EGPF is, or at least was when I was there, was that when the wind was blowing above a certain speed then the wheels should be chocked to prevent collision with the aircraft while the bridge was docked. This was only because the bridge was 'switched on' and there was always the risk of the bridge moving. When they are parked and without power they are usually harmless.
Having the wheels chocked at all times when docked with an aircraft is a safety issue - what happens if you have to remove the bridge in an emergency?
Hope this answers a few questions.
Rgds,
BB
As I said in my earlier post, my experience is only with FMC Jetways, what other makes have, I don't know.
Anyway,
1) There is an emergency cut off switch on the Operator Panel in the bridge head; on the wheel bogey, and at the power supply area (can't remember what it's called, though usually at the bottom of the pillar on the fixed bridge section).
2) Yes, again, there are two alarms on the bridge. Firstly, you have an alarm, and usually an orange beacon on the wheel bogey that will start ringing & flashing as soon as the operator moves the joystick to reposition the bridge. This is in addition to the 'cow-catcher' which also surrounds the wheel area (optional, I believe). Secondly, there is an 'Auto-Level' alarm, which without going into too much detail, will start sounding when the auto-level wheel stops tracking the aircraft fuselage.
FWA,
The procedure in place at EGPF is, or at least was when I was there, was that when the wind was blowing above a certain speed then the wheels should be chocked to prevent collision with the aircraft while the bridge was docked. This was only because the bridge was 'switched on' and there was always the risk of the bridge moving. When they are parked and without power they are usually harmless.
Having the wheels chocked at all times when docked with an aircraft is a safety issue - what happens if you have to remove the bridge in an emergency?
Hope this answers a few questions.
Rgds,
BB
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Blue Boy,
I can't see an emergency where the ramp crew couldn't quickly pull the chocks away from the bridge should it need moved on short notice, and if they are required during high winds then lets use them all the time.
Safety should be tops on the list, and if placing wheel chocks on the jet bridge wheels prevents someone from being run over or hit with a bridge that inadvertanly moves then lets use them.
Since we are into winter operations I'm seeing jet bridges being moved out of the way to allow for snow plowing near the terminals more often, and I'm not seeing ground personnel being around to ensure that equipment or personnnel are not standing near by or placed within the arc of the swing.
Mike
I can't see an emergency where the ramp crew couldn't quickly pull the chocks away from the bridge should it need moved on short notice, and if they are required during high winds then lets use them all the time.
Safety should be tops on the list, and if placing wheel chocks on the jet bridge wheels prevents someone from being run over or hit with a bridge that inadvertanly moves then lets use them.
Since we are into winter operations I'm seeing jet bridges being moved out of the way to allow for snow plowing near the terminals more often, and I'm not seeing ground personnel being around to ensure that equipment or personnnel are not standing near by or placed within the arc of the swing.
Mike
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MIke,
Of course, there is no argument that safety should always be the first priority.
However, to go to one of your points. An Airbridge/Jet Bridge/ Jetway, whatever people call them, should not inadvertanly move. The only reason that this may happen is when one is not switched off after if has been removed from an aircraft.
It shouldn't inadvertanly move while docked on an aircraft, as during this stage it should be in Autolevel Mode (canopy deployed), therefore the only movement will be (or should be)vertical, along with the aircraft as pax, etc are offloaded and loaded.
As for winter operations, somethings never change regardless of the season. In the airports where I've worked, it has always been stipulated that as part of airside safety no equipment should be parked close to an airbridge. It should be parked, firstly, on the roadway between stands (where available); in the designated parking areas at the head of the stand, or in other designated staging areas.
Also, some airports paint markings on the stand which marks the maximum reach of the airbridge, which also marks the area where no other vehicles should be, and where ground staff should exercise caution.
Of course, there is no argument that safety should always be the first priority.
However, to go to one of your points. An Airbridge/Jet Bridge/ Jetway, whatever people call them, should not inadvertanly move. The only reason that this may happen is when one is not switched off after if has been removed from an aircraft.
It shouldn't inadvertanly move while docked on an aircraft, as during this stage it should be in Autolevel Mode (canopy deployed), therefore the only movement will be (or should be)vertical, along with the aircraft as pax, etc are offloaded and loaded.
As for winter operations, somethings never change regardless of the season. In the airports where I've worked, it has always been stipulated that as part of airside safety no equipment should be parked close to an airbridge. It should be parked, firstly, on the roadway between stands (where available); in the designated parking areas at the head of the stand, or in other designated staging areas.
Also, some airports paint markings on the stand which marks the maximum reach of the airbridge, which also marks the area where no other vehicles should be, and where ground staff should exercise caution.
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Thanks for that BB.
I can't imagine an emergency that would require the bridge to be removed from the aircraft. In most emergencies I would have thought that the bridge would most definitely need to stay there.
Has there been such an emergency ever?
I can't imagine an emergency that would require the bridge to be removed from the aircraft. In most emergencies I would have thought that the bridge would most definitely need to stay there.
Has there been such an emergency ever?
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Good point, Cap'n ...
The question still remains, though .... if we can require chocks for aircraft .. and we accept that human ingenuity/wilfulness/incompetence ... etc., etc., will always find a way around interlocks .... why not simply chock the bridge wheel ? ... gives a good visual cue to the status and the absence of a chock would give an immediate clue that the bridge is to be treated with the greatest of respect ....
The question still remains, though .... if we can require chocks for aircraft .. and we accept that human ingenuity/wilfulness/incompetence ... etc., etc., will always find a way around interlocks .... why not simply chock the bridge wheel ? ... gives a good visual cue to the status and the absence of a chock would give an immediate clue that the bridge is to be treated with the greatest of respect ....
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Capt. Stable
Thankfully, I've never been involved in such a situation. However, the type of incident's where removing the bridge would be necessary, would be a Terminal fire. There is the risk that the fire spreads down the bridge, and potentially reaches the aircraft.
That situation is also possible in reverse. The greater danger here is that people will become invloved in a rush either up the bridge to the Terminal, or down the service steps to the ramp. Either way, the risk of people falling over each other would be too great, and therefore it's better if the chutes are deployed.
John,
I can see your angle on this, however, at the end of the day Jetway's are just another piece of Ground Support Equipment, although a helluva lot bigger and heavier than the rest of it. When you do your walk round, are you not aware of other vehicles and equipment moving around you? I presume you are; therefore, why should the bridge be any different? Do you request chocks on your Belt Loaders, Scissor Lift, or catering trucks.
As I've written before, apart from the warning bell, the orange beacon on the wheel bogey will always be (or should be) flashing, thereby signaling that the bridge is about to move. Also, when the bridge is connected to the aircraft and in Autolevel Mode, there is no risk of the bridge being able to move horizontally, only vertically keeping track with the aircraft.
BB
Thankfully, I've never been involved in such a situation. However, the type of incident's where removing the bridge would be necessary, would be a Terminal fire. There is the risk that the fire spreads down the bridge, and potentially reaches the aircraft.
That situation is also possible in reverse. The greater danger here is that people will become invloved in a rush either up the bridge to the Terminal, or down the service steps to the ramp. Either way, the risk of people falling over each other would be too great, and therefore it's better if the chutes are deployed.
John,
I can see your angle on this, however, at the end of the day Jetway's are just another piece of Ground Support Equipment, although a helluva lot bigger and heavier than the rest of it. When you do your walk round, are you not aware of other vehicles and equipment moving around you? I presume you are; therefore, why should the bridge be any different? Do you request chocks on your Belt Loaders, Scissor Lift, or catering trucks.
As I've written before, apart from the warning bell, the orange beacon on the wheel bogey will always be (or should be) flashing, thereby signaling that the bridge is about to move. Also, when the bridge is connected to the aircraft and in Autolevel Mode, there is no risk of the bridge being able to move horizontally, only vertically keeping track with the aircraft.
BB