Boarding Bridge Specification

GENERAL SPECIFICATION PT. BUKAKA TEKNIK UTAMA

PASSENGER BOARDING BRIDGE

PT. BUKAKA TEKNIK UTAMA Bukaka Industrial Estate Aerospace And Aviation Business Unit Jl. Raya Bekasi - Cibinong Km 19.5 Cileungsi, Bogor Tel : (62-021) 823 2323 Ext : 522 - 526, Fax : (62-021) 8231151 e-mail: [email protected], [email protected] website: www.bukaka.com I N D O N E S I A

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TABLE OF CONTENT

1. GENERAL......................................................................................................................2 2. MODELS AND TYPES ..................................................................................................2 3. DIMENSIONAL CHARACTERISTICS ..........................................................................2 4. ROTUNDA ASSEMBLY ................................................................................................3 5. TELESCOPING TUNNELS ...........................................................................................5 6. SERVICE ACCESS........................................................................................................6 7. THE CABIN....................................................................................................................6 8. AIRCRAFT CLOSURE ..................................................................................................7 9. AUTOMATIC LEVELING SYSTEM (AUTO-LEVEL) ....................................................8 10. ADJUSTABLE CABIN FLOOR (OPTIONAL) ..............................................................9 11. CONTROL CONSOLE..................................................................................................9 12. UTILITIES....................................................................................................................11 13. CONTROL FEATURES AND INTERLOCKS.............................................................11 14. DRIVE COLUMN.........................................................................................................12 15. INTERIOR FINISHES..................................................................................................13 16. PAINTING AND CORROSION PROTECTION ..........................................................14 17. DESIGN CRITERIA.....................................................................................................14 18. STRUCTURAL LOADS ..............................................................................................14 19. ENVIRONMENTAL CONSIDERATIONS ...................................................................15 20. POWER CHARACTERISTICS ...................................................................................15 21. LIST OF PRODUCT OPTIONS...................................................................................15 22. INTERFACE TO ADDITIONAL / OPTIONAL ACCESSORIES. ................................17 23. CODES, REGULATIONS AND REFERENCES.........................................................17 24. MANUALS AND TRAINING .......................................................................................18 25. WARRANTY................................................................................................................18

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GENERAL SPECIFICATION

BUKAKA APRON DRIVE PBB



BUKAKA APRON DRIVE

PASSENGER BOARDING BRIDGES

1. GENERAL.

Bukaka apron drive passenger boarding bridges are designed to the highest industry standards, and built with the finest quality and workmanship possible. They are designed to extend from an elevated departure lounge to the aircraft boarding door, enabling passengers to walk to and from the aircraft completely protected from rain, wind, dust and aircraft engine blast. Bukaka boarding bridges consist of the following major components: a. Rotunda and Corridor which has an interface to the terminal building. b. Tunnel Sections (2 or 3 tunnels, which depend on the operational requirement) c. Vertical Drive Column and Wheel Assembly for the horizontal and vertical movement. d. Service Stairs and Landing for the access of internal employees / staffs. e. Cab and Aircraft Closure, which interface to the aircraft fuselage. f. Fully Computerized Control System

2. MODELS AND TYPES

BUKAKA apron drive bridges are available in a number of models, which can be grouped into two categories: a. Two Tunnel model b. Three Tunnel model

All apron drive models can serve the wide range of commercial jet aircraft in operation today or planned for the future. Apron drive bridge model designations are determined by the measured length of the bridge, from the center of the rotunda to the end of the cab bumper, at full retraction and full extension. EXAMPLE: The R3 15/29 model is a three tunnel apron drive measuring approximately 15 meters at full retraction and 29 meters at full extension. The operational or working range for each bridge, differs from these measurements. For a better understanding of the actual operational characteristics of each model, refer to the listing of minimum / maximum operational ranges on the following pages. For additional details refer to the BUKAKA Passenger Boarding Bridge General Arrangement Drawings for two and three tunnel bridges.

3. DIMENSIONAL CHARACTERISTICS Minimum dimensions for all Two Tunnel and Three Tunnel bridges are as follows:

WIDTH HEIGHT Rotunda Interface Width 1300 mm 2310 mm

Tunnels (only tunnel A) 1450 mm 2140 mm

Inter-tunnel Ramp 1400 mm

Interior Cab Closure 3100 mm

Cab Weather Door Width 1300 mm 2390 mm

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APRON DRIVE - MODEL SELECTION CHART

DESIGN LENGTH OPERATING LENGTH

C/L ROTUNDA TO CAB BUMPER

C/L ROTUNDA TO C/L CAB

PBB MODEL (All Dimensions In Meters)

MIN MAX MIN MAX TWO TUNNEL

R2-15/22 15.39 22.33 12.01 18.95

R2-16/24 16.45 24.46 13.07 21.08

R2-17/26 17.49 25.62 14.11 22.24

R2-18/27 17.94 26.53 14.56 23.15

R2-19/28 18.55 27.75 15.17 24.37

R2-20/30 19.72 30.08 16.34 26.70

R2-22/32 21.51 31.87 18.13 28.49

R2-23/33 23.10 32.58 19.72 29.20

THREE TUNNEL R3-14/24 14.08 23.93 10.70 20.55

R3-15/26 14.89 26.36 11.51 22.98

R3-16/29 16.07 29.12 12.69 25.74

R3-17/34 17.32 33.68 13.94 30.30

R3-18/36 18.24 36.43 14.86 33.05

R3-20/38 20.26 38.44 16.88 35.06

R3-21/40 21.41 39.59 18.03 36.21

R3-20/43 20.44 43.01 17.06 39.63 NOTES :

1. All lengths and specifications are subject to change without notices. 2. All dimensions approximate + or -10 centimeters.

4. ROTUNDA ASSEMBLY

The Rotunda assembly consists of a corridor, rotunda and support column. The assembly is designed so that no loads or vibrations are transmitted to the building. The rotunda is designed as the pivoting end of the boarding bridge in the vertical and horizontal direction. As the main pivot, the rotunda allows the bridge to swing a total of 175 degrees, 87.5 degrees c/w and 87.5 degrees ccw from the corridor centerline. Over-travel and operational swing limits are located on the rotunda assembly. The over-travel swing limit switch is located on the support column. The trip plate for this switch is located on the rotunda and is adjustable to meet local conditions. When this switch is actuated it cuts off all control power so that the bridge can be moved only by using the by-pass switch in the control console. A warning buzzer will alarm as the rotunda reaches the over-travel swing limit. The actuation of this warning buzzer is adjustable to meet local conditions. The warning buzzer trip joint which is contained within the envelope of the over-travel limits, constitutes the operations swing limits.

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a. CORRIDOR

The corridor is the transitional interface between the rotunda and the terminal building or fixed passageway. The rotation of the bridge restricts the inside clear wide of the corridor and building, or fixed passageway.

b. ROTUNDA FLOOR & INTERIOR The rotunda floor remains stationary and level at all times and provides a smooth transition between the terminal building and telescoping tunnels. Flap type seals provide weather protection between the rotunda and the hinged telescoping tunnel section. The rotunda area is totally enclosed by spring tensioned aluminum side coiling walls. These allow full bridge rotation and provide weather protection. The side coiling walls is made of clear anodized aluminum alloys. A circular type of fluorescent pendant light is installed at the center of the rotunda ceiling.

c. ROTUNDA SUPPORT COLUMN The rotunda support column is the static support for the bridge. It is located at the terminal end of the boarding bridge. The support column rests on a foundation with 8 anchor bolts having 3 nuts each. The bridge foundation details, anchor bolt requirements and electrical requirements are available upon request.

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d. ROTUNDA ELECTRICAL MAIN PANEL The electrical panel mounted on the rotunda support column provides the electrical breaker needed to adapt the specified terminal power to the Bukaka boarding bridge electrical requirements. The power breakers are grouped into four sections to protect the 3-phase medium voltage electicity, the single phase power for the lighting, the power receptacles and the power for overall controls.

5. TELESCOPING TUNNELS

The telescoping tunnels A, B and / or C, are rectangular in cross section, with the tunnel having the largest cross section closest to the aircraft. Apron drive boarding bridge's are available in either two (R2) or three (R3) telescoping tunnel models in a wide variety of lengths.

Where telescoping tunnel sections overlap, short transition ramps are used to accommodate the slight difference in elevation. These ramps have a caution yellow chamfered leading edge. Handrails are provided on each side of the tunnel in the ramp area. Extended ramp type to reduce the total slope of the ramp is also possible as per customer request.

Minimum interior clear dimensions for both R2 and R3 bridges are as follows: • Minimum Floor Width 1470 mm

• Minimum Interior Height 2130 mm

• Minimum Inter-tunnel Ramp Width 1420 mm

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6. SERVICE ACCESS

A service door, landing and stair leading to the apron area provides apron service access. The service access is normally located on the right hand side of the cab end of the bridge. It provides access between the bridge and apron for authorized personnel. If necessary a left hand type stair is possible as per design requirement. a. The service door opening is a half wire-glass, galsswool insulated steel door. The minimum

dimension is 762mm wide and 2030mm high. The door is equipped with heavy duty industrial type ironmongery and automatic door closure. The door is lockable from the outside. It opens outward onto the landing. A stainless steel kick-plate covers the lower inside portion of the door.

b. The service stair is accessible for ramp service personnel, at all operational heights and positions of the boarding bridge. The stair landing is always leveled with the adjacent tunnel floor. The landing is protected on the open side by handrails, designed to meet the OSHA standards.

c. The service stairs and platform are equipped with self-adjusting risers with clear anodized aluminum check plate. All steps have an equal rise. The tread is 711mm width and the maximum tread height is 241mm. All parts of the stair are hot dip galvanized.

d. Beginning from the service door to the aircraft side of the cabin, the bridge floor is protected with durable, water proof and UV-resistance ribbed rubber carpet. This type of carpet is easy to clean and will last for a very long time.

PLATFORM

HANDRAIL

BOTTOM STRANGER

TREAD

CASTOR WHEEL

7. THE CABIN

a. The cabin is designed to rotate 830 Left (CCW) and 170 right (CW) from the tunnel centerline. b. The rotation speed of the cabin is 145 degree per minute. Limit switches and physical stops

control the extremes of rotation. c. The cabin is equipped with a forward facing control console located behind the glass windows.

Operation of the bridge can be accomplished without raising the front weather door. Additional visibility is obtained through the vision panels in the cab side rolling curtain and windows located to the left and right of the operator.

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d. A manually operated roll-up weather door is located in the cab front adjacent to the control console. This door seals and secures the bridge interior when the boarding bridge is not in use. As an option a motorized roll-up door can also be installed.

e. A full width yellow bumper is located at the aircraft end of the cab floor. The bumper material, which meets the fire protection specifications of NFPA-417, is sufficiently flexible and non-abrasive to prevent scratching or other damage to the aircraft fuselage. The bumper material has also good resistance against ozon and UV lights.

f. Two exterior floodlights are provided for night time operation to illuminate the apron area ahead of the bridge. A weatherproof fluorescent fixture is installed at the outside of the roll-up weather door to illuminate the cat-aircraft interface. Two more floodlights are also provided to illuminate the drive column wheel bogey area. This light is located under the tunnel section.

8. AIRCRAFT CLOSURE

The cabin is equipped with a folding bellows aircraft closure. The closure, when fitted against the aircraft fuselage, surrounds both the open aircraft door and the doorway to protect passengers from rain, dust and heat. The entire closure is designed to withstand outsite weathering, such as rain, UV, ozon and sunrays. The covering will not absorb water, and is highly tear resistant. It remains flexible between -200 and 520 Celsius.

a. Each side of the aircraft closure is individually actuated and independently adjustable to conform to and seal against the assigned aircraft contours.

b. Pressure sensitive switches are incorporated into each side of the closure mechanism to prevent excessive pressure on the aircraft.

c. The contacting edge or seal is a soft material to prevent scratching or damage to the aircraft skin.

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9. AUTOMATIC LEVELING SYSTEM (AUTO-LEVEL) The Bukaka passenger bridge is equipped with an AUTOMATIC LEVELING SYSTEM. This system allows the boarding bridge to follow small changes in aircraft elevation that occurs during aircraft loading and unloading operations.

a. The auto-leveling system functions with equal reliability for all assigned aircraft, regardless of fuselage contour. The "auto-leveler" is located on the right side of the cab area and is in full view to the bridge operator at all times during the operation.

b. An actuator motor extends the auto-leveler arm and sensor wheel to the aircraft when the "AUTO" position is selected on the Master Key Switch.

c. The auto-leveler circuit includes a sustained travel timer. During the auto-level mode, this timer restricts continuous vertical operation to a maximum of six seconds (adjustable from 0 to 6 seconds). In the event of sustained vertical motion beyond the set time limit, all motor power is cut an audible and visual alarms are energized.

d. The auto-leveling wheel is directly mounted to a limit switch to detect the up/down movement of the aircraft. A secondary sensor has been installed to provide extra protection in case the primary ensor fails to work. A protection cover is provided over the autolevel wheel to prevent un-authorized people touching the wheel.

e. A secondary circuit is also provided to backup against fail on the primary circuit.

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10. ADJUSTABLE CABIN FLOOR The cabin floor adjacent to the aircraft door is provided with automatic level adjustment mechanism, to fine adjust the level of cabin floor. A separate pushbutton is also available for manually floor level adjustment. This system allows the boarding bridge to set the cabin parallel with the aircraft floor especially when servicing small / narrow body aircraft such as B737.

11. CONTROL CONSOLE

The control console is located in the operator compartment, protected against outside environment and passenger interference. It provides the operator with maximum services required to accomplish everyday boarding bridge operation. This compartment is positioned on the left side of the cab and oriented to position the operator facing forward in full view to the aircraft during the maneuvering and docking operations. It provides the optimum bridge maneuvering visibility without obstructing passenger traffic flow. All bridge control, indication and fault monitoring, is accomplished through a programmable logic controller - PLC, located in the operator console. Controls, indicators and utilities are positioned according to bio-mechanical principles. These principles promote operator awareness and intuitive bridge operation.

a. Controls

All bridge motion controls are the momentary contact type (read deadman type). All motion-controls operate relative to the function of the boarding bridge being controlled. It means that in raise and lower functions, the "raise" push button is located above the "lower" push button. The control console includes the following controls: i. A three position master key switch used to select "OFF", "MANUAL" or "AUTO"

(automatic leveling). The key may be removed only in the "OFF" or "AUTO" positions.

ii. A joystick control for forward, reverse, right and left motions. As the control is moved progressively forward or reverse, the bridge speed increases proportionally with the position of the joystick. Steering left or right may be accomplished simultaneously with forward and reverse motions.

iii. Push button switches for raising and lowering the boarding bridge.

WHEEL POSITION

CAB. ROTATION

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iv. Push button switches for cab rotation, left or right. v. Push buttons for independent adjustment of the left and right sides of the bellows-

type aircraft closure. vi. A switch to change the digital position indicator from its normal vertical index to a

horizontal or swing index. vii. Emergency Stop pushbutton. viii. Power On.

b. Indicators

The control console has indicators that communicate to the operator, containing information about the current bridge status. It also memorized the hystorical data of the last / current bridge operation cycle and faulty errors. The bridge status indicators are as follows: i. A digital read out, boarding bridge position indicator, which gives the relative vertical

position of the lift column. This indicator can also be switched to give the relative swing position of the boarding bridge’s tunnel. This indicator is used to vertically and horizontally pre-position the boarding bridge prior to the aircraft arrival. The swing position indicator is also important as it allows the operator to accurately position the bridge in a predetermined park location.

ii. A closed circuit monochrome TV apron monitor to provide full visibility of the drive wheels and surrounding the landing stair.

iii. A wheel position indicator that shows the wheel orientation with respect to the operator's position, regardless of the cab's rotational position.

iv. A light to indicate the auto leveling system is energized and functioning. v. A light and audible warning to indicate the auto leveler travel timer has tripped. See

the Section of this specification for a full description of this protection. vi. A light which indicates the bridge has reached its maximum rotational points,

clockwise or counter clockwise. This light is preceded by an audible warning. vii. A light to indicate that the drive wheels has been turned to its capacity and an over-

steer condition exists. viii. A light to indicate the aircraft canopy is down and must be fully retracted before the

bridge can be moved forward. ix. A light to indicate the vertical drive column fault detector activation (ref. The Section

for comprehensive system description).

TRAVELMAXIMUM

SERVICEWARNINGON SWING

MAXIMUMCABIN ROT.BUMPER

LIMIT

AUTO LEVELMAXIMUMSLOPE DOWN

HEIGHT INDICATOR

VERTICALLIMIT

MAXIMUMSTEERING

COLUMNFAULT

SLOW DOWNTUNNEL CANOPY

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NOTE: There are other indicators that are not located on the control console faceplate, such as: x. The flashing amber beacon mounted to the under side of the bridge, visible from the

ground, indicates that the power is "ON" at the control console and the bridge may move at any moment.

xi. An audible warning bell located under the bridge, rings at 98 decibels at 3050 mm when the bridge is moving.

xii. Additional controls and indicators are available, based on customer requirments, even if above standard controls and indicators are considered adequate for proper bridge operation

12. UTILITIES

The following utilities are located in close proximity to the operators console. a. A six wire telephone outlet for either telephone or intercom is located on the left side wall

adjacent to the control console. b. A duplex outlet (single phase, 15 amp) is located on the access door of the control console.

In conjunction with this, another duplex outlet is located at the rotunda side. c. A switch for floodlights that illuminate the apron area beneath the aircraft.

13. CONTROL FEATURES AND INTERLOCKS

a. Mechanical interlocks are provided to prevent damage to control circuits or boarding bridge components by selecting opposite motions simultaneously, e.g., extend and retract, up and down travel.

b. When the master key switch is in the "OFF" or "AUTO" position, the manual controls for horizontal movement, steering, vertical movement, aircraft closure and cab rotation are inoperative.

c. Other interlocks are available. They are designed to provide safe and secure operation to the bridge and the serviced aircraft.

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14. DRIVE COLUMN

The drive column is the primary mover of the Bukaka boarding bridge. It provides the mechanisms for vertical, horizontal and radial motion. The drive column and its control system are designed for smooth, quiet, and simultaneous travel in the vertical, horizontal and radial direction. This type of steering allows the boarding bridge to move on a constantly varying curved path, as well as a straight line. The drive column is divided into two constituent parts: that is the vertical drive and horizontal drive.

a. VERTICAL DRIVE The bridge is moved vertically by means of two recirculating ball bearing screw assemblies with direct coupled AC (alternate current) drive motors. i. Each assembly is independent of the other, with individual motors and brakes. Each

side of the vertical drive is capable to support the bridge that is normally supported by both sides.

ii. The ball nut is equipped with wiper brushes to remove grit or dirt from the screw threads. It has also greasing facilities for maintenance purposes.

iii. The ball nut is equipped with a special thread profile designed to be self-locking and hold the boarding bridge in place in the absence of the recirculating ball bearings.

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iv. The vertical drive motors are A/C induction motors. Spring applied brakes are fitted to each motor. The brakes will release only when electric power is applied by a signal from the operator or the auto-level system, The brakes hold securely at all elevations, without creeping, whenever power is not applied.

v. The fault detector circuit shuts down the electrical power to the vertical bridge controls, independent of the operator, in the case of differential motion of the ball screw assemblies. The same circuit sends signals to the control console to inform the relative height of the bridge.

vi. The vertical speed is 1.4 Metre per minute.

b. HORIZONTAL DRIVE A variable speed, electro-mechanical drive system provides extend, retract and steering capabilities. The entire system is self-contained and requires only AC electrical power. i. The two drive wheels include pneumatic tires which operate with air pressures up to 190

psi (0.134 Kg/sq.mm). The tires are designated as Aircraft Grade Non-flyables. ii. The drive wheels are independently driven by AC gear motors. iii. Variable AC speed control of the drive wheels is provided by an AC motor controller. iv. Horizontal speed varies from 0 up to 27.4M per minute. v. A re-generative breaking system allows the bridge to come to smooth controlled stops.

Spring applied / electrically released brakes are located on each drive motor and lock the bridge in place whenever electrical power is not applied. This occurs whenever the control joystick is in the neutral position or if electrical power fails.

vi. The horizontal drive motors are equipped with manual brake releases to allow the bridge to be towed in the even of power failure. Tow lugs are mounted to the lower wheel frame.

15. INTERIOR FINISHES

The interior finish of the Bukaka boarding bridge is designed to be durable and easy to clean. The materials have been selected to withstand the environmental exposure of airport traffic. a. The wall and ceiling consists of high pressure laminate phenolic and melamine plastic

panels. The panels are approximately 1200mm on center and are supported by clear anodized aluminum trim with a black accent strip. The design allows each panel to be removed individually. Colors are selected by the customer.

b. Interior light fixtures are recessed and blend aesthetically with the ceiling design. Fixture trim is clear anodized. The light fixture in the rotunda is a surface mounted 381mm round fixture of 24 Watt.

c. Tunnel interior lighting is provided by two TLD, each of 40 Watt, 2750 lumens, cool white, double lamp fluorescent fixtures located 2440mm on center. The average lighting value at a certain height over the tunnel floor is to be 200 lux.

d. Density of glasswool insulation in the ceiling is 25 kg/m3 thick. e. The subfloor is 19mm thick moisture resistance plywood. f. Black ribbed rubber 6mm thick is applied to the floor from the aircraft end of the boarding

bridge to the terminal side of the service door. The rubber flooring has good stability over years exposure under the sun.

g. The boarding bridge interior floor covering, other than covered in Item 6 above, is normally carpeted or may subject to customer requirements.

h. The tunnel wall treatment consists of floor to ceiling high pressure laminate phenolic and melamine plastic panels. The panels are approximately 1200mm on center and are supported by clear anodized aluminum trip with a black accent strip. The design allows each panel to be removed individually. Colors selected by customer.

i. Wall treatment in the pivoting sections (rotunda and cab support) are clear anodized aluminum slats.

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j. Other surfaces and trim are either stainless steel or painted to meet the customer's defined interior color scheme.

16. PAINTING AND CORROSION PROTECTION

a. Exterior. To meet a high quality and durability of painting finish only marine quality paint is applied to all parts of the boarding bridge.

i. All exterior surfaces are grit blasted in accordance with SSPC-SP 10, which is a near white blast.

ii. Exterior paint is then applied as follows: • Shop primer uses Polyamide Cured Epoxy system, 30 microns • 1st coat uses Polyamide Cured Epoxy containing Zinc Rich Phosphate,

50microns. • 2nd coat uses Polyamide Cured High Build Epoxy Barrier Coat, 85 microns. • 3rd top coat uses semi gloss Two Components Polyurethane system paint, 50

microns. b. Interior

i. First layer is Shop Primer of Polyamide Cured Epoxy, 30 microns. ii. Full Coat uses Polyamide Cured Epoxy Containing Zinc Rich Phosphate, 50

microns. c. Galvanizing

All steel parts and components which are hidden from view, located in extreme exposure area, inaccessible with hedge disassembly or do not require aethetic treatment are hot dipped galvanized.

17. DESIGN CRITERIA

The Bukaka boarding bridge is designed in accordance with good engineering practices and the standards developed and adopted by the passenger bridge industry. Particular attention is given to keep the components simple, rugged and easily accessible for routine maintenance, including lubrication, component exchange and ease of adjustment. All access panels and openings are sized to accommodate the component being changed or adjusted, as well as the equipment and personnel necessary to accomplish the work.

18. STRUCTURAL LOADS

In addition to the dead loads and strain caused by movement, the entire boarding bridge will support: the below loads. All these loads may be applied in total or in part, singularly or simultaneously. The design is based on the combination which imposes the most adverse loading. a. A live load of 200 kg per M². b. A wind load in the retracted and stowed position of 122kg per M² or an approximate wind

velocity of 145km per hour. A wind load, while in operation of 61kg per M² or an approximate wind velocity of 97km per hour.

c. A roof load of 122kg per M². The structural design provides sufficient torsional rigidity to avoid excessive sway when the boarding bridge is brought to a gradual stop. All mechanisms for actuating, guiding and restraining the boarding bridge and its components are designed so that no noise, sway or sense of insecurity is apparent to passengers. No operating vibrations or loads are transmitted to the terminal building.

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19. ENVIRONMENTAL CONSIDERATIONS

a. The boarding bridge will operate satisfactorily under ambient temperature conditions of –200 to 520 Celsius with wind up to 97km per hour.

b. All components and materials are individually and collectively designed or selected for long service life under such conditions.

20. POWER CHARACTERISTICS

The boarding bridge operates on 380 volts, 3 phase, 50 Hz. with neutral and separate ground (5 wire). The 380 VAC is transformed to 220 VAC for lighting and controls. Other operating voltages and frequencies as per local requirements may also be used. When two boarding bridges are used for one gate, the normal power required for both is about totally 75 amps.

21. LIST OF PRODUCT OPTIONS

There are more features available to meet customers requirements. Those are as follows.

a. GLASS TYPE BOARDING BRIDGE The latest model of passenger boarding bridge is built of steel truss structure to accommodate the double laminated toughen glass sandwich system. The glass sandwich construction has a total thickness of 24 mm, consists of 8 mm laminated glass, 6 mm tempered glass and 10 mm air space in between. The colour of the glass is subject to customer’s requirement to meet with overall architectural environment.

b. TOUCH SCREEN TECHNOLOGY

The new state of the art of control system is utilizing a touch screen technology. This is a digital TV screen that incorporates both alpha/numeric and captured picture. It replaces the CCTV camera on the operator’s interface. The touch screen provides the following function.

i. All indicators, and the current status of the bridge. ii. Operational and maintenance status / schedule of the bridge. iii. The system has the ability to show the statistics (duration) of usage. iv. Error messages such as failure in motors, fuses, ultimate limit switch etc. etc. v. Data logging, users and password protection. vvii.. Function check for maintenance; usage and error history.

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c. AIRCONDITIONING SYSTEM To improve the temperature inside the tunnel area, an air-conditioning unit may be installed

in the tunnel of the PBB. The system may exist of either one or two air-conditioning units. In totally both units will provide cooled air with capacity of maximum 10 tons.

i. The rear unit is a compact set with air ducting installed along the length of tunnel A ceiling. Cooled air will be evenly distributed along the tunnel A.

ii. The front unit is a split type with a cassette air compressor installed inside the cabin ceiling.

iii. The control for these aircond units can be found in the operator cabin and automatically controlled by a thermostat.

d. ANTI COLLISSION SENSOR

Some boarding launches are using two passenger bridges to serve both VIP and Economy Classes. In this configuration there is a chance that the two bridges collide to each other and will cause damage. Bukaka has developed An integrated system to prevent the bridges from hitting each other as per diagram below. The device is designed as a sensor and control to avoid the collision between two bridges while being operated under a reckless operator.

e. SAFETY DOOR SHOE

The SAFETY DOOR SHOE is designed to meet the IATA specification 5.2. The function of safety door shoe is as an additional safety system to protect the bottom-side of aircraft door touched by PLB cabin floor. The additional safety protection will not reduce the function of autoleveller. The SAFETY DOOR SHOE is designed only workable in the autolevel mode.

EEccoonnoommyy

VVIIPP

PPLLCC

SSeennssoorr SSeennssiinngg

CAB. ROTATION

WHEEL POSITION

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f. SOLID / FOAM FILLED TYRE

In order to avoid the down time in the operation of Passenger Boarding Bridge due to tyre puncture (pneumatic tyre type), we have developed the use of soft polyurethane compund to replace the nitrogen inside the tyre. The compound will turn into foam completely and eliminate flat tyre. It is economical to compare the costs which is caused by tyre repair, bridge down time, production disruption, replacement, unproductive labor and overtime needed to complete scheduled work. The solid / foam filled tyre eliminates the emergencies that result where tire cutting and punctures are a real hazard.

g. FIRE PROTECTION

When applicable, or required by the customer or the airport management, construction materials and equipment can be used so that the boarding bridge meets the requirements of the National Fire Protection Association (NFPA) "Standard on Construction and Protection of Aircraft Loading Walkways", NFPA 417 annex 1990.

22. INTERFACE TO ADDITIONAL / OPTIONAL ACCESSORIES.

The BUKAKA PASSENGER boarding bridge construction and control system is open to interface to additional accessories that may be installed to or near the boarding bridge. Such accessories can be:

a. Aircraft power unit, point to use 400 Hz system. b. Pre-conditioned air units to supply cooled air to the aircraft c. Potable water cabinet to provide drink water to the aircraft. d. An interface possibility with the aircraft docking guidance system.

23. CODES, REGULATIONS AND REFERENCES

BUKAKA bridge is designed to meet International Codes and Regulations which have been adopted by the passenger bridge industry. Only standard components which are commercially available and of high quality are used. Those are as follows. a. STRUCTURAL

AISC American Institute of Steel Construction Specifications, for the design,

fabrication and erections of structural steel for buildings. AWS American Welding Society Standards. SII Indonesia Industrial Standard.

b. MATERIAL

ASTM A37 for structural steel

ASTM A500 for structural tube and shapes ASTM A53 for steel pipe ASTM A570 for steel sheet ASTM A514 & A517 for T-1 steel AISC CIO18 for hinge pins ASTM A307 for bolts standard SAE J429 grade 5 & 8 for high strength bolts

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c. MECHANICAL

All mechanical components and designs conform to the recommendations and standards established by the Society of Automotive Engineers (SAE) and the American Society of Mechanical Engineers (ASME).

d. ELECTRICAL

All equipment and methods of installation conform, where applicable, to the requirements and recommendations of the American Insurance Association (AIA), the National Electrical Manufacturers Association (NEMA) and the National Electrical Code (NEC) latest issue.

24. MANUALS AND TRAINING

a. Operation and maintenance manuals follow the intent of the Air Transport Association (ATA)

Specification 101 (one hundred one). Included in the manuals are the preventative maintenance requirements and problem solving procedures.

b. Boarding bridge operator and maintenance training are provided at scheduled times during the installation.

25. WARRANTY

Unless otherwise stated, every Bukaka boarding bridge is warranted for material and workmanship. All claims under this warranty must be made in writing immediately upon discovery of any defect and in any event within twelve (12) months from acceptance of the bridge or eighteen (18) months from shipment of the bridge, whichever is earlier.

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Boarding Bridge Specification

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Transcript of Boarding Bridge Specification