The following are examples of problems where Safegate Group can help our customers greatly improve safety and efficiency. Please see the real life examples below as illustration.
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Pilots’ misinterpretation of information
In order to minimize the issue of pilots misinterpreting information all information should be presented in front of the aircraft and both pilots should be given the same information. This is also recognized by ICAO and is part of the standard.
UK Report nr: EW/G99/10/09
A flight from Miami approached a stand using an Agnis system. The pilot was waiting for a light to turn red to tell him when to stop, but it didn’t. He stopped the aircraft 15.75 meters after the stop position. At that time the aircraft had made contact with a ground vehicle, moving it 2 meters from its original position.
Wrong aircraft type or subtype
From the front it is nearly impossible to see the difference between a Boeing 747-400 and Boeing 747-SP, but the place position of the engines differs by 7 meters. If the PBB is prepared for the wrong type of aircraft an accident is inevitable. Many accidents have occurred for this reason.
Sweden Report nr: C 1997:20
The aircraft approaching the gate hit the PBB, due to wrong info on aircraft type in the docking guidance system. The left wing was damaged.
Wrong positioning of PBB
The PBB is the second most common reason for gate accidents. Various independent surveys show they represent between 15 and 20% of all accidents. If the PBB is not parked in a safe position, only luck determines whether you will have an accident or not. It is likely that this issue will grow further in importance, as more and more gates are designed using MARS configuration (three centre lines per gate to maximize both the flexibility and the use of resources).
UK Report nr: EW/C2003/07/09
An A310 was approaching the gate. Although the bridge was in an incorrect position, the docking system was welcoming the aircraft. The pilot proceeded accordingly and collided with the PBB.
Clearance of gate
The majority of all accidents at the gate occur because the aircraft hits something that is in the wrong position. By employing Safedock to take over many of the duties at the gate and allowing the person in charge to concentrate on detecting foreign objects, we have seen an 80% decrease in the number of incidents. By using the latest Safedock model T1 to scan the apron for obstacles, even more incidents will be prevented. Every object down to the size of a tow bar is detected by the apron scan and is marked on the display.
UK Report nr: EW/G2004/02/10
In February this year an aircraft arrived from Oslo to a gate with an Agnis docking system. A set of mobile steps had been parked in a proper location but the body of the steps was outside the markings. The left wing of the aircraft made contact with the mobile steps.
Shortcoming in apron control tower
If an aircraft is not parked in its correct position (often impossible to see from the ground tower) there is a risk that, once towed out from the gate, it will hit the back wing of an aircraft parked at an adjacent stand or a taxiing aircraft will end up with its tail in the stop short aircraft tail.
UK Report nr: EW/G2003/02/09
A 777 from Chicago approached the gate but the Agnis hadn’t been switched on, which is why the pilot didn’t pull fully forward. He advised ATC. At the same time a 747 was given clearance to be towed off from the adjacent stand. The wings of the aircraft collided.
Knowledge of stand status
Not knowing whether a stand is occupied or not or when an aircraft is scheduled to depart or arrive, means inability to plan and use the gate as efficiently as possible.
Waiting for marshallers
How many times has an aircraft arrived at a gate at your airport and the gate is ready but there are no marshallers? Only 1 minute of waiting means unnecessary fuel costs and CO2 emissions.
Reduce waiting on occupied gates
By planning the use of the gates, your airport will avoid unused gates, use the airport to its fullest potential and in the same time save money, increase efficiency and decrease CO2 emissions. Example:
Increase capacity by up to 20%
10 gates X 10 turns = 36,500 arrival slots/year
6 gates used at 90% potential = 2,190 unused slots
2 gates used at 80% potential = 1,460 unused slots
2 gates used at 60% potential = 3,650 unused slots
Improve cash flow
Up to €4M cost per new gate €2M additional landing fees
