1、_SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising theref
2、rom, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2016 SAE InternationalAll rights reserved. No part of this publi
3、cation may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada)Tel: +1 724-776-4970 (out
4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/AIR1589BAEROSPACEINFORMATION REPORTAIR1589 REV. BIssued 1980-03Revised 2016-06Superseding AIR
5、1589AAircraft Damage Caused by Ground Support EquipmentRATIONALEA revision to this report was made to provide current information to the leading causes of aircraft damage related to Ground Support Equipment. TABLE OF CONTENTS1. SCOPE 31.1 Purpose. 32. REFERENCES 32.1 Applicable Documents 32.1.1 SAE
6、Publications. 32.1.2 IATA Publications 32.1.3 ISO Publications 43. GENERAL . 44. SUMMARY OF AIRCRAFT DAMAGE AND CONTRIBUTORY FACTORS -BY TYPE OF GROUND SUPPORT EQUIPMENT. 44.1 Belt Conveyors 44.2 Passenger Boarding Bridges (PBB) 54.3 Container/Pallet Loaders. 54.4 Ramp Tractors 64.5 Baggage/Cargo Ca
7、rts and Dollies 64.6 Catering/Cleaning Trucks 64.7 Passenger Stairs/Steps. 74.8 Pushback/Tow Tractors, Tow bars . 74.9 Ground Power Units 74.10 Lavatory/Water Service Vehicle/Cart 74.11 Fueling Vehicle 84.12 Other . 85. PRINCIPAL CONTRIBUTORS . 86. RISK MITIGATIONS . 86.1 Operator Training and Quali
8、fications 86.2 Operating Procedures. 86.3 Equipment Design. 96.4 Maintenance Condition . 96.5 Work/Environmental Conditions 9SAE INTERNATIONAL AIR1589B Page 2 of 106.6 Aircraft Design. 106.7 Management Involvement. 107. NOTES 107.1 Revision Indicator 10SAE INTERNATIONAL AIR1589B Page 3 of 101. SCOPE
9、Only those incidents where a piece of ground support equipment directly associated with the “turnaround“ servicing of an aircraft was involved are reviewed. Specifically excluded are those incidents that occurred during heavy maintenance, overhaul activity, or aircraft taxiing.1.1 PurposeThis SAE Ae
10、rospace Information Report (AIR) summarizes aircraft damage, coupled with contributory factors, caused by Ground Support Equipment (GSE). It also offers recommendations in reducing exposure to aircraft damage.2. REFERENCES2.1 Applicable DocumentsThe following publications form a part of this documen
11、t to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this docu
12、ment takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.2.1.1 SAE PublicationsAvailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +
13、1 724-776-4970 (outside USA), www.sae.org.ARP1247 Aircraft Ground Support Equipment - General RequirementsARP1287 SAE Standards for Use in the Design of Aerospace Vehicular Ground EquipmentAIR1375 Minimum Safety Requirements for Special Purpose Airline Ground Support EquipmentARP1558 Interface Prote
14、ction - Ground Equipment to AircraftARP4084 Aircraft Ground Service Connections Locations and Type2.1.2 IATA PublicationsAvailable from International Air Transport Association, Publications Assistant, 800 Place Victoria, P.O. Box 113, Montreal, Quebec H4Z 1M1, Canada, Tel: 1-514-874-0202, www.iata.o
15、rg.Airport Handling ManualAHM 612 Recommendations for Airside Safety Performance AuditsAHM 630 Safe Operating Practices in Aircraft HandlingAHM 631 Safety Considerations for Aircraft Movement OperationsAHM 910 Basic Requirements for Aircraft Ground Support EquipmentAHM 913 Basic Safety Requirements
16、for Aircraft Ground Support EquipmentAHM 914 Compatibility of Ground Support Equipment with Aircraft TypesIATA IGOM Chapter 4 - Aircraft Handling ProceduresSAE INTERNATIONAL AIR1589B Page 4 of 102.1.3 ISO PublicationsAvailable from International Organization for Standardization, ISO Central Secretar
17、iat, 1, ch. de la Voie-Creuse, CP 56, CH-1211 Geneva 20, Switzerland, Tel: +41 22 749 01 11, www.iso.org.ISO 16004 Passenger Boarding Bridge or Transfer Vehicle Requirements for Interface with Aircraft DoorsISO 10842 Aircraft Ground Service Connections Locations and Types2.1.4 Airlines for America (
18、A4A) PublicationsAvailable from Airlines for America (A4A), 1301 Pennsylvania Avenue, NW, Suite 1100, Washington, DC 20004, Tel: 202-626-4000, www.airlines.org.SG 903: Guidelines for Incident Investigations and Best Practices for Prevention3. GENERALThe quantity of Ground Support Equipment (GSE) req
19、uired on the ramp to support air carrier operations continues to increase every year. The size and technical complexity of the aircraft and associated ground equipment also continues to increase. Additionally, in order to maximize the revenue potential for the air carriers, aircraft ground times are
20、 kept to a minimum.The combination of these factors along with often overcrowded airport ramps contribute to serious safety concerns for the worlds air carriers every day. Economic losses from aircraft damage caused by ground support equipment continue to amount to millions of dollars annually.Airli
21、nes for American (A4A) Ground Safety Committee and IATA Airside Safety Group historical data reveals that the type of GSEs causing aircraft ground damage has not changed over the years and the top list includes belt loader, passenger boarding bridge, cargo loader, and maintenance equipment. Research
22、 has determined that there is also a significant contributory factor in damage to aircraft as a result from non-compliance with Standard Operating Procedures and the incompatibility of ground support equipment with aircraft.Each aircraft type has specific areas on its structure which, by location, a
23、re particularly susceptible to damage by ground support equipment and, therefore, in order to avoid damage, must receive special consideration. These areas include wings, flap track fairings, nose gears, engine cowlings, fuselage, doors, wing-to-body fairings, sensors, antennae, drain masts, etc.In
24、order to achieve maximum efficiency and cost-effectiveness, ground support equipment is generally cross-utilized over a variety of aircraft types; however, in so doing the equipment itself often becomes incompatible with the particular type of aircraft being serviced.This universality of use poses s
25、ignificant hazards in aircraft/mobile ground support equipment interface.4. SUMMARY OF AIRCRAFT DAMAGE AND CONTRIBUTORY FACTORS - BY TYPE OF GROUND SUPPORT EQUIPMENTThe order in which the equipment is listed is from that of the highest involvement in aircraft damage to that of the lowest involvement
26、.4.1 Belt ConveyorsPotential areas of belt loader damage are the cargo compartment door, door sill, surrounding fuselage, and engine cowling.A4A damage data from 2009 - 2012 identified the Boeing 737, 757, and MD 80 fleet types as having the highest frequency of door sill and fuselage damage; approx
27、imately 70% of all reported. Boeing 737 had the highest cargo compartment door damage; approximately 60%.SAE INTERNATIONAL AIR1589B Page 5 of 10The following are examples of contributing causal factors:a. Belt loader not properly positioned to the aircraft (laterally and vertically)b. Belt loader po
28、sitioned inside of cargo compartmentc. Aircraft settling or movementd. Inadequate or no equipment check prior to usee. Control lever/pedal selection errorf. Belt loader not chocked g. Operators misjudging the width of the boom in relation to the size of the aircraft door openingh. Operators depressi
29、ng the accelerator pedal instead of the brake pedali. Units positioned on an angle and wheels are not straight when being removed from aircraftj. The length of the side safety railing in relation to the curve of the aircraft fuselagek. Inadequate guardingl. Excessive speed when docking to aircraft4.
30、2 Passenger Boarding Bridges (PBB)Potential areas of passenger boarding bridge damage are the aircrafts boarding doors, door hinges, door sill, surrounding fuselage area, flight control sensors, gust lock, evacuation slide bustle cover, ground power and air-conditioning receptacles, and engines. Con
31、tributory factors include:a. Improper bridge operation (over 50% of the incidents fall in this category)b. Equipment malfunctioning automatic levelling devices being most prevalentc. Interference with sensors and probes located close to the aircraft door. Reference ISO 16004d. Retraction of the PBB
32、while GPU and/or PCA are still connected to the aircrafte. Aircraft rollbackf. Excessive speed when docking to the aircraft4.3 Container/Pallet LoadersPotential areas of container loader damage are the cargo compartment door, door sill, threshold locks, surrounding fuselage,and interior panels. Near
33、ly all the incidents occur as the units are positioned into or removed from the cargo compartments of the aircraft. Other damage is incurred when the aircraft doors are closed and make contact with the platform or railings of the loader. The following are examples of contributing causal factors:a. G
34、uard rails, folding wings, and operator platforms not properly retracted, extended or loweredb. Cargo loader not properly positioned to the aircraft c. Cargo loader deck height too high for aircraft cargo door operations SAE INTERNATIONAL AIR1589B Page 6 of 10d. Aircraft settling or movemente. The s
35、ize of the units in conjunction with the restricted maneuvering area in which they operatef. Incorrectly configured “wings“ or “extensions“ utilized on the forward platform to enable the unit to mate with the sill of the aircraftg. Position of guiderails and side safety rails that protrude into the
36、arc of travel when opening/closing aircraft doorsh. Incorrect height of loader during closing and opening of aircraft doorsi. Excessive speed when docking to the aircraft4.4 Ramp TractorsThis extremely mobile piece of equipment makes contact with various parts of the aircraft: engines, wings, and fu
37、selage. It is worth noting that in general there is not an operational necessity for this equipment to get particularly close to the aircraft. Contributory factors include:a. Operators maneuvering the units too close to the aircraftb. Excessive speed within the silhouette of the aircraftc. Vehicles
38、left unattended with the engine running or left in gear with either not having parking brakes set or the parking brakes having inadequate holding capability, allowing the vehicle to roll into the aircraft.4.5 Baggage/Cargo Carts and DolliesDamage occurs when baggage carts/cargo dollies are pushed or
39、 towed into position at the cargo compartments and make contact with fairings, engine cowlings, and the fuselage. Unit Load Devices (ULD) being transported on container/pallet dollies also comes into contact with fairings and the fuselage when being positioned to the loaders at the aircraft. Of sign
40、ificance is the high number of incidents resulting from carts/dollies “running away“. Contributory factors include:a. The height of covered carts and of dollies with ULDs in relation to fairings, engines, and fuselage appendagesb. The tracking and turning radius of these units when maneuvering aroun
41、d aircraftc. Units having poorly maintained brakes being moved by wind, jet blast or the slope of the rampd. Tow hitch couplers are not properly engaged or do not have positive locking mechanisms 4.6 Catering/Cleaning TrucksThe majority of accidents with this equipment occur during final positioning
42、 at the aircraft with both the catering door and surrounding fuselage area being damaged. Other damage is caused when the units are backed away from the aircraft and the trailing edge of the wing is struck. Contributory factors include:a. Restricted visibility from the operators position when approa
43、ching/departing the aircraft caused both by the height of the unit as well as extension platforms fitted over the operators cab.b. Position of platform side guardrails that protrude into the arc of travel when opening/closing aircraft doors.c. Excessive speed within the silhouette of the aircraft.SA
44、E INTERNATIONAL AIR1589B Page 7 of 104.7 Passenger Stairs/StepsThe final positioning of this equipment at an aircraft has particular problems, particularly on wide-body aircraft. As a result, damage is incurred to the doors and surrounding area. Damage is also caused when the equipment is driven in
45、an elevated condition and contact is made with aircraft wings. Settling of aircraft onto the upper platform of the stairs is also a significant cause of damage. Contributory factors include:a. Restricted visibility from the operators position when approaching/departing the aircraft caused both by th
46、e height of the unit and the platform fitted over the operators cab.b. Position of platform side panels that protrude into the arc of travel when opening/closing aircraft doors.c. Excessive speed4.8 Pushback/Tow Tractors, Tow barsMost accidents with this equipment combination occur during the push b
47、ack phase of the operation as a result of tow bars or shear pins breaking and the tow bar or tractor striking the nose gear assembly or gear doors. Contributory factors include:1. Actions by the equipment operatora. Shifting into the wrong gearb. Applying too much gas during hook-up or start of push
48、 outc. Foot slipping off the brake pedald. Excessive maneuvering past the aircrafts nose gear limitationse. Excessive speed2. Utilizing the inappropriate capacity tractor and/or tow bar for the task to be performed.4.9 Ground Power UnitsDamage is generally confined to the aircraft connection points
49、and the immediate surrounding area. Contributory factors include:a. The failure to remove cables from connection points before the units are driven away from the aircraft.b. The failure to perform a pre-check of the unit.4.10 Lavatory/Water Service Vehicle/Cart The general design of this equipment normally requires that they be reversed into the servicing position. Damage is incurredto areas adjacent to the servicing panel or un
