Patent Publication Number: US-9409657-B2

Title: Apparatus to interface a boarding bridge and a low doorsill airplane

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This is a continuation of U.S. patent application Ser. No. 14/274,270, filed May 9, 2014, now U.S. Pat. No. 9,284,066 which claims benefit of U.S. Provisional Patent Application No. 61/830,431, filed on Jun. 3, 2013. The complete disclosures of these applications are hereby incorporated by this reference in their entirety for all purposes. 
    
    
     BACKGROUND 
     1. Field 
     The present application relates to airplane systems. More specifically, the present application is directed to an apparatus that interfaces a boarding bridge and a low-doorsill airplane. 
     2. Brief Discussion of Related Art 
     Boarding bridges, also known as loading bridges or jet bridges, are second-level bridges that enable passengers to board an airplane from a gate of an airport terminal and disembark (deplane) the airplane to the gate, efficiently without exposure to outside weather. Boarding bridges exhibit various configurations depending on factors such as airport terminal design, airplane doorsill height, fueling position, and other structural or operational requirements. Boarding bridges generally have retractable telescoping designs that include multiple tunnel sections allowing the boarding bridges to retract and extend (or telescope) to desired lengths to couple with arriving airplanes. The boarding bridges generally have two terminal sections, a rotunda section that connects a tunnel section to the gate and a cab section that connects a tunnel section to the airplane. 
     The cab section, controlled by an operator, can be raised or lowered, extended or retracted, and can pivot to accommodate or dock with airplanes parked on the tarmac at different orientations to the boarding bridge. The cab is generally provided with an accordion-like canopy that allows for a seal against the airplane. As such, boarding bridges provide enhanced access to aircraft for passengers with many types of disabilities and mobility impairments, as they may board and deplane without climbing stairs or using a specialized wheelchair lift. 
     While the cab of the boarding bridges can be raised or lowered to dock with the doorsills of some generally larger airplanes, the cab generally cannot accommodate smaller airplanes (e.g., regional airplanes) that have lower doorsill heights. In this case, the smaller airplane generally parks far away from the airport terminal, passengers board or deplane the airplane using stairs and similarly use stairs to enter the airport terminal (located at the second-level), and generally the passengers must be bussed between the airplane and the airport terminal and also monitored for safety and security compliance. This adds significantly to the operational budgets of the airlines and the airports, increases airport delays, exposes passengers to outside weather conditions, and requires special care and enhanced access for passengers with disabilities or other mobility impairments. 
     It is therefore desirable to provide an apparatus that can interface a boarding bridge to low doorsill airplanes that enables passengers to efficiently board and deplane such airplanes from a second-level gate of an airport terminal, mitigating exposure to the outside weather conditions. 
     SUMMARY 
     In accordance with an embodiment, an apparatus to interface a cab section of a boarding bridge having a first deck and an airplane having a second deck is disclosed. The apparatus includes a lower-frame assembly, upper-frame assembly, bridge gangplank assembly, and airplane gangplank assembly. The lower-frame assembly includes a plurality of wheel assemblies. The upper-frame assembly is connected to the lower-frame assembly at adjustable height and pivoting position, and includes a third deck atop the upper-frame assembly. The bridge gangplank assembly is connected to a first end of the upper-frame assembly, and includes a fourth deck to connect the first deck and the third deck. The airplane gangplank assembly is connected to a second end of the upper-frame assembly, and includes at least a fifth deck to connect the third deck and the second deck. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
       Some embodiments are illustrated by way of example and not limitation in the figures of the accompanying drawings in which: 
         FIG. 1  illustrates an example apparatus to interface a boarding bridge and an airplane; 
         FIG. 2  illustrates a bridge end of the apparatus of  FIG. 1 ; 
         FIG. 3  illustrates an example caster-wheel assembly of the apparatus of  FIG. 1 ; 
         FIG. 4  illustrates an example lower-frame assembly of the apparatus of  FIG. 1 ; 
         FIGS. 5A-5C  illustrate an example upper-frame assembly of the apparatus of  FIG. 1 ; 
         FIG. 6A  illustrates an example bridge gangplank assembly of the apparatus of  FIG. 1 ; 
         FIG. 6B  illustrates another example bridge gangplank assembly of the apparatus of  FIG. 1 ; 
         FIGS. 7A, 7B and 8  illustrate an example airplane gangplank assembly of the apparatus of  FIG. 1 ; 
         FIG. 9  illustrates connection of the lower frame assembly to the upper-frame assembly of the apparatus of  FIG. 1 ; 
         FIGS. 10 and 11  illustrate the integration of the airplane gangplank assembly with the upper-frame assembly of the apparatus of  FIG. 1 ; and 
         FIGS. 12A and 12B  illustrate an example proximity post of the apparatus of  FIG. 1 . 
         FIG. 13  illustrates a top view of the apparatus of  FIG. 1  extended during operation; 
         FIG. 14  illustrates side view of the apparatus of  FIG. 1  extended during operation to interface a boarding bridge and an airplane; and 
         FIG. 15  illustrates side cross-sectional view of the apparatus of  FIG. 14  extended during operation to interface the boarding bridge and the airplane. 
     
    
    
     DETAILED DESCRIPTION 
     An apparatus to interface a boarding bridge and a low doorsill airplane is disclosed. In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of particular embodiments. It will be evident to one skilled in the art, however, that certain embodiments may be practiced without these specific details. 
       FIG. 1  illustrates an example apparatus  100  to interface a boarding bridge and an airplane (e.g., low doorsill airplane). The apparatus  100  includes a lower-frame assembly  102 , an upper-frame assembly  114 , a bridge gangplank assembly  116 , and an airplane gangplank assembly  122 . The apparatus  100  can be made of any metal (e.g., aluminum), a combination of metals (e.g., aluminium, steel), as well as other materials (e.g., vinyl, rubber). 
     The lower-frame assembly  102  is a generally tubular structure (e.g., square cross-section) that supports the upper-frame assembly  114 , the bridge gangplank assembly  116 , and the airplane gangplank assembly  122 . The lower-frame assembly  102  includes caster-wheel assemblies  104 , a jack assembly  106 , push-bars  108 , and a tow-bar  110 . The lower-frame assembly  102  will be described in greater detail below with reference to  FIG. 4 . 
     The caster-wheel assemblies  104  are disposed at the corners of the lower-frame assembly  102  to facilitate movement (e.g., stowing and/or retrieving) of the apparatus  100  and maneuvering of the apparatus  100  in relation to the boarding bridge and airplane, facilitating the interface of these structures during the use of the apparatus (e.g., setup). Specifically, the lower-frame assembly  102  can include two (2) fixed caster-wheel assemblies, e.g., in the front (aircraft end), and two (2) swivel caster-wheel assemblies, e.g., in the rear (bridge end). It should be noted that all caster-wheel assemblies  104  can also be of the swivel type. The caster-wheel assembly  104  will be described in greater detail below with reference to  FIG. 3 . 
     The jack assembly  106  is approximately centrally disposed with respect to the lower-frame assembly  102  and facilitates the adjustment of the vertical height of the upper-frame assembly  114  and the gangplank assemblies  116 ,  122  with respect to the lower-frame assembly  102 , as may be necessary to dock with airplanes having different doorsill heights as well as with boarding bridges having different deck heights. The jack assembly  106  will be described in greater detail below with reference to  FIG. 4   
     The push-bars  108  facilitate ground personnel in manually pushing or pulling the apparatus  100 , e.g., for interfacing with the boarding bridge and/or the airplane, as well as for stowing and/or retrieving. The push-bars  108  can be secured firmly to various locations of the lower-frame assembly  102 , e.g., side sections shown in  FIG. 1  or middle section shown in  FIG. 4 . The push-bars  108  project out a distance from the periphery of the lower-frame assembly  102  to provide ground personnel with sufficient clearance for moving and/or adjusting the apparatus  100 . 
     The tow-bar  110  facilitates attachment of the apparatus  100  to a mechanised device for towing the apparatus  100 , e.g., stowing and/or retrieving. The tow-bar  110  is pivotably secured to the lower-frame assembly  102 , such that the tow-bar  110  can be folded during operation of the apparatus  100 , and unfolded during towing. The tow-bar  110  will be described in greater detail below with reference to  FIG. 2 . 
     The upper-frame assembly  114  is generally a tubular structure (e.g., square cross-section) that connects the bridge gangplank assembly  116  and the airplane gangplank assembly  122 , providing canopy sections  124 ,  126  for a covered passenger platform or walkway  128  that interfaces the boarding bridge and the airplane. A part of the upper-frame assembly  114 , such as the canopy sections  124 ,  126 , can be covered with vinyl (or another durable and weather-impermeable material) to mitigate the effects of weather (e.g., sun, rain, snow). A proximity post  112  (described in greater detail with reference to  FIGS. 12A and 12B ) is secured to the upper-frame assembly  114  in the front (aircraft end) as a guide for the proximity of the apparatus  100  to the airplane, to facilitate positioning of the apparatus  100  during operation. The upper-frame assembly  114  will be described in greater detail below with reference to  FIGS. 5A-5C . 
     The bridge gangplank assembly  116  is pivotably secured to the upper-frame assembly  114  to connect the upper-frame assembly  114  to the boarding bridge. The bridge gangplank assembly  116  includes torsion springs  118 ,  120  to assist in raising and lowering the bridge gangplank assembly  116  with respect to the upper-frame assembly  114  to the boarding bridge. The bridge gangplank assembly  116  can have different structures (e.g., adjustable flap) as will be described in greater detail below with reference to  FIGS. 6A and 6B . 
     The airplane gangplank assembly  122  is articulably secured to the upper-frame assembly  114  to connect the upper-frame assembly  114  to the airplane. Specifically, the airplane gangplank assembly  122  is pivotable with respect to the upper-frame assembly  114 , providing zero-balance pivotability to assist in raising and lowering the airplane gangplank assembly  122  with respect to the upper-frame assembly  114  to the airplane. The airplane gangplank assembly  122  also swivels side-to-side to assist in fine tuning the positioning of the airplane gangplank assembly  122  with respect to the airplane doorsill and handrails. The airplane gangplank assembly  122  will be described in greater detail below with reference to  FIGS. 7A, 7B and 8 . 
       FIG. 2  illustrates the rear (bridge end) of the apparatus  100 . As shown, the lower-frame assembly  102  is secured adjustably to the upper-frame assembly  114  at the corners thereof with tubular posts (e.g., square cross-section). For example, a post  202  secures to the lower-frame assembly  102  by locking pin  204  and to the upper-frame assembly  114  by a locking pin  206 . The post  202  includes a plurality of positions  203  (e.g., holes for pin  204 ) for adjusting the height of the upper-frame assembly  114  with respect to the lower-frame assembly  102 . 
     Similarly, a post  208  secures to the lower-frame assembly  102  by a locking pin  210  and to the upper-frame assembly  114  by a locking pin  212 . The post  208  also includes a plurality of positions  209  (e.g., holes for pin  210 ) for adjusting the height of the upper-frame assembly  114  with respect to the lower-frame assembly  102 . It should be noted that the front (aircraft end) of the apparatus  100  includes similarly adjustable construction (e.g., posts secured by locking pins), as will be described in greater detail with reference to  FIG. 9 . 
     The tow-bar  110  is pivotably secured to c-shaped brackets of the lower-frame assembly  102  by locking pins  214 ,  216 , such that the tow-bar  110  can be folded and unfolded during operation and towing of the apparatus  100 , respectively. 
       FIG. 3  illustrates an example caster-wheel assembly  104 . As shown, the caster-wheel assembly  104  is disposed at a corner of the lower-frame assembly  102  to facilitate movement (e.g., stowing and/or retrieving) of the apparatus  100  and maneuvering of the apparatus  100  in relation to the boarding bridge and airplane during operation of the apparatus. As described earlier, four (4) such caster-wheel assemblies are provided. The caster-wheel assembly  104  includes a structure  302 , a stabilizer assembly  306 , a wheel assembly  314 , and optionally, a retention assembly  320 . 
     The structure  302  is tubular (e.g., square cross-section) and extends from the periphery of the lower-frame assembly  102  to form a right triangle with respect to the lower-frame assembly  102 . The structure  302  is reinforced to the lower-frame assembly  102  with a plate  305 . Alternate shapes for the structure  302  are of course possible, such as an equilateral structure (e.g., rectangular). 
     The stabilizer assembly  306  is secured to a post  303 , which is secured to the structure  302  by a locking pin  312 . The stabilizer assembly  306  includes a stabilizer jack  304 , a ground plate  308 , and a handle  310 . A c-shaped flange secured to a terminal end of the post  303  connects the post  303  to the stabilizer stabilizing jack  304  of the stabilizer assembly  306 . During operation, the rotation of the handle  310  (clockwise) extends or (counter-clockwise) retracts the plate  308  in relation to the ground. 
     Accordingly, the stabilizer assembly  306  at each corner of the lower-frame assembly  102  prevent the apparatus  100  from being moved out of place inadvertently when the apparatus  100  is positioned in relation to an airplane. Similarly, the stabilizer assemblies  306  can also be used to prevent the apparatus  100  from moving during windy weather when the apparatus  100  is stowed. 
     The wheel assembly  314  includes a caster bracket  316  and a caster wheel  318 . The caster bracket  316  is secured to the bottom of the structure  302 . The caster wheel  318  is rotationally secured to the caster bracket  316 . The caster bracket  316  can be articulable, such that it can swivel in relation to the structure  302 , or it can be fixed in relation to the structure  302 . As described herein, two (2) fixed-wheel assemblies  314  can be provided in the front (aircraft end) and two (2) swivel-wheel assemblies  314  can be provided in the rear (bridge end). Alternatively, all wheel assemblies  314  can be of the swivel type. 
     The retention assembly  320  can facilitate a stronger connection of the apparatus  100  to the ground. The retention assembly  320  includes an eyebolt  322 , wire segments  323 ,  325 , a turnbuckle  324 , and a snap hook  326 . The eyebolt  322  is secured to a section of the structure  302 . Wire segments  323 ,  325  connect the eyebolt  322  to the turnbuckle  324  and the snap hook  326 , respectively. The snap hook  326  can connect the retention assembly  320  to a bracket  328  mounted in the ground. When bracket  328  is not in use it can be covered by a cover  330 . 
       FIG. 4  illustrates an example lower-frame assembly  102 . The lower-frame assembly  102  includes a first frame member having tubular segments (e.g., square cross-section)  402 - 408 , and a second frame member having tubular segments (e.g., square cross-section)  410 - 416 . The first frame member and the second frame member are connected by tubular segments (e.g., square cross-section)  417  and reinforced by plates  415  to form the lower-frame assembly  102 . 
     The jack assembly  106  is approximately centrally disposed with respect to the lower-frame assembly  102  and is connected to the tubular segment  408  of the first frame member. The jack assembly  106  is a hydraulic jack that includes a base  418 , a post  420  and a handle  422 . The post  420  (a portion of which is shown in  FIG. 4 ) is connected to the upper-frame assembly  114 , which is described in greater detail below with reference to  FIG. 9 . It is noted that the jack assembly  106  can be a different type of jack, e.g., a mechanical jack. 
     In operation, the depression of the handle  422  causes the post  420  to extend with respect to the base  418  to adjust the vertical height of the upper-frame assembly  114  and connected gangplank assemblies  116 ,  122  with respect to the lower-frame assembly  102 , as may be necessary to dock with airplanes having different doorsill heights. A valve (not shown) of the jack assembly  106  can be opened in order to lower the post  420  with respect to the base  418  to adjust the vertical height of the upper-frame assembly  114  and connected gangplank assemblies  116 ,  122  with respect to the lower-frame assembly  102 . 
     The lower-frame assembly  102  can further include a tubular segment  428  to connect a pedal jack assembly  424  using a tubular section  426  and a locking pin  430 . The pedal jack assembly  424  includes a pedal jack  432 , a ground plate  436 , and a post (e.g., round cross-section)  434 . During operation, stepping on the pedal jack  432  extends the post  434  toward to the ground, causing the plate  436  to contact or engage the ground. The pedal jack assembly  424  can temporarily fixate or stabilize the initial position of the apparatus  100 , which offers sufficient initial stability to deploy other stabilizer assemblies  306 . 
       FIGS. 5A-5C  illustrate an example upper-frame assembly  114 . The upper-frame assembly  114  includes tubular support sections  502 - 506 , deck sections  508 ,  520 , tunnel structure  510 , handrails  516 ,  518 , connection device  522 , and c-shaped channels  528 ,  530 . 
     The terminal tubular support sections  502 ,  506  support the upper-frame assembly  114  and connect the upper-frame assembly  114  to the lower-frame assembly  102  using posts  202 ,  208 ,  902 ,  908 , as shown in  FIGS. 2 and 9 , for example. Moreover, the middle tubular support section  504  supports upper-frame assembly  114  and connects the upper-frame assembly  114  to the lower-frame assembly  102  using the jack assembly  106 , as shown in  FIG. 9 , for example. 
     The deck sections  508 ,  520  extend along the c-shaped channels  528 ,  530  between the terminal tubular support sections  502 ,  506 . The deck section  508  slopes down from a highest point between the c-shaped channels  528 ,  530 , at the terminal tubular support section  502 , toward a lowest point between the c-shaped channels  528 ,  530 , as indicated by demarcation  521  where the deck sections  508 ,  520  meet. Thus, the deck section  520  is at an angle with respect to the deck section  508 . Specifically, the deck section  520  is intended to be approximately parallel to the ground, while deck section  508  slopes down toward the deck section  520 . The c-shaped channels  528 ,  530  are secured to the tubular support sections  502 ,  506 . 
     The tunnel structure  510  includes tubular sections  512 ,  514 . The tubular sections  512  are of an arcuate shape, while tubular sections  514  are straight. The tubular sections  512  are spaced apart from each other and are connected to the c-shaped channels  528 ,  530  in an upright manner, e.g., with terminal ends of the tubular sections  512  being secured to the c-shaped channels  528 ,  530 . The tubular sections  514  are also spaced apart from each other and secured to the tubular sections  512  in a transverse orientation to form a tunnel shape. 
     A material (e.g., vinyl) is secured to a top portion of the tunnel structure  510  to form the canopy  124  ( FIG. 5B ). Additionally, a material (e.g., vinyl) can also be secured to tubular sections  514  along one or more sections of the tunnel structure  510 , as indicated by sections  532 ,  534  ( FIG. 5B ). For example, in some embodiments the entire tunnel structure  510  can be covered. Covered sections of the tunnel structure  510  prevent weather (e.g., rain, snow) from entering the tunnel structure  510 , while open sections allow light into the tunnel structure  510 . It should be noted that some or all of the tunnel structure  510  can be covered with a translucent material, allowing light to penetrate while also preventing weather from entering the tunnel structure  510 . Various covered sections can be opaque or translucent, varying the areas and amounts of light penetrating into the tunnel structure  510 . 
     The handrails  516 ,  518  are secured to the deck sections  508 ,  520  and also to the tubular sections  512  of the tunnel structure  510 . The handrails  516 ,  518  provide passengers with support as they travel along the deck sections  508 ,  520 . 
     The connection device  522  is integrated into the deck section  520  to facilitate mating and articulation of the airplane gangplank assembly  122  with respect to the upper-frame assembly  114 , as will be described in greater detail below with reference to  FIGS. 10 and 11 . The connection device  522  includes stacked flange bearings  524  surrounded by ball bearings  526 . 
       FIG. 6A  illustrates an example bridge gangplank assembly  116 . The bridge gangplank assembly  116  includes a deck  602  and telescoping handrails  606 ,  616 . The deck  602  has a rubberized threshold  604  and borders  605 . The rubberized threshold  604  extends along the width of the deck  602 , while the borders  605  extend at least partially along the length of the deck  602 . 
     The telescoping handrails  606 ,  616  are secured to the deck  602  and the borders  605 . The telescoping handrails  606 ,  616  include a first section  608  and a telescoping second section  610 . The second section  610  includes a plurality of positions (e.g., openings)  612  for adjusting the length of the second section  610  with respect to the first section  608 . A spring pin  614  secures the second section  610  to the first section  608  at one of the positions  612 . 
       FIG. 6B  illustrates another example of a bridge gangplank assembly  116 . The bridge gangplank assembly  116  is similar to that illustrated in  FIG. 6A , except that the deck  602  has two (2) deck sections  618  and  620  secured by a hinge  622 . The deck sections  618 ,  620  are angled as shown, providing articulation sufficient to mate smoothly (without a tripping hazard) with a deck of the boarding bridge that is tilted sideways, as some boarding bridges do not have a leveling feature. Accordingly, the borders  605  are of uneven lengths, including a border  605   a  that is longer than the border  605   b . This enables the bridge gangplank assembly  116  to interface a tilted boarding bridge, thereby providing a smooth and unobstructed passageway to the passengers between the boarding bridge and the apparatus  100 . 
     Moreover, this example of the bridge gangplank assembly  116  includes adjustable levelers  624 ,  626  that can be adjusted to mate with the walking surface of the tilted boarding bridge. The adjustable levelers  624 ,  626  include a post  628  having a terminal plate (e.g., round plate), a bracket  630  having multiple level positions, and a locking pin  632 . The post  628  can be moved vertically in relation to the bracket  630  and locked in a desirable position by the locking pin  632 , e.g., in which the terminal plate contacts the walking surface of the boarding bridge. 
       FIGS. 7A-8  illustrate an example airplane gangplank assembly  122 . The airplane gangplank assembly  122  includes handrails  702 ,  704 , turntable  706 , deck sections  708 ,  710 ,  712 , and latching mechanism  714 . 
     The airplane gangplank assembly  122  is wider at the interface with the upper-frame assembly  114  and narrower at the interface with the airplane doorsill, as particularly shown in  FIGS. 7A and 7B . The handrails  702 ,  704  are thus secured to the deck section  710  (at its wide part) and extend approximately along the narrower borders  705 . 
     The turntable  706  is disposed approximately flush with the deck section  708  and includes a shaft (e.g., round cross-section)  802  that extends through the deck section  708 , as particularly shown in  FIG. 8 . The shaft  802  is received through the stacked flange bearings  524  and the deck section  708  is disposed atop the ball bearings  526  ( FIGS. 5A-5C ), as will be described in greater detail with reference to  FIGS. 10 and 11 . This enables the airplane gangplank assembly  122  to swivel side-to-side in order to assist in positioning the airplane gangplank assembly  122  with respect to the airplane doorsill and handrails. 
     The deck section  710  is secured to a frame  711 . Moreover, the deck section  710  is secured to the deck section  708  by a hinge  709 , allowing the deck section  710  (with frame  711 ) to pivot in respect to the deck section  708 . Specifically, the frame  711  includes strut assemblies  716 , which enable zero-balance pivotability of the deck section  710  (with frame  711 ) to assist in raising and lowering the airplane gangplank assembly  122  with minimal application of force. The strut assemblies  716  are secured to strut support brackets  722  (e.g., triangular) and the elongate members  720  of the frame  711 . 
     The deck section  710  includes a first portion  710   a  and a second portion  710   b  that is at an angle with respect to the first portion  710   a  (e.g., sloping down toward the airplane). Similarly, the frame  711  includes a first section  724  and a second sloping section  726  (e.g., sloping down toward the airplane). 
     The latching mechanism  714  allows engagement/disengagement of the pin  715  with a reciprocal device  718  (having an opening) disposed on the outside of the border  705  to allow the airplane gangplank assembly  122  to be folded/retained securely for stowing/maneuvering and to be opened during operation. 
     The deck section  712  is secured to the frame  711  approximately flush with the deck section  710 . Rubberized thresholds  728 ,  730  are provided at edges of the deck sections  708 ,  712 , respectively, to provide for secure passageway of the passengers. 
       FIG. 9  illustrates connection of the lower frame assembly  102  to the upper-frame assembly  114 . 
     As shown, the lower-frame assembly  102  is secured adjustably to the upper-frame assembly  114  at the corners thereof with tubular posts (e.g., square cross-section). For example, posts  202 ,  208 ,  902 ,  908  secure to the lower-frame assembly  102  by respective locking pins  204 ,  210 ,  904 ,  910  and to the upper-frame assembly  114  by respective locking pins  206 ,  212 ,  906 ,  912 . As shown, the posts  202 ,  208 ,  902 ,  908  include a plurality of positions for adjusting the height of the upper-frame assembly  114  with respect to the lower-frame assembly  102 , as described hereinabove with reference to  FIG. 3 . 
     As further shown, the base  418  of the jack assembly  106  is approximately centrally disposed with respect to the lower-frame assembly  102  and is connected to the tubular segment  408  of the lower-frame assembly  102 . A bracket  916  is secured to the underside of the tubular support section  504  of the upper-frame assembly  114 . The post  420  of the jack assembly  106  includes a narrower post section  914  that is connected to the bracket  916  by a locking pin  918 . This connection enables the raising or lowering of the upper-frame assembly  114  unevenly with respect to the lower-frame assembly  102  (e.g., bridge side being higher than airplane side), as may be necessary to interface a certain boarding bridge with a certain airplane. 
       FIGS. 10 and 11  illustrate the integration of the airplane gangplank assembly  122  with the upper-frame assembly  114 . A cross-section of the airplane gangplank assembly  122  and the upper-frame assembly  114  is shown to aid in understanding the integration of these components. 
     Tubular frame members (e.g., rectangular cross section)  1002 ,  1004  are spaced apart and extend crosswise to the deck section  520 . Moreover, the frame members  1002 ,  1004  are secured to the deck section  520  above and to the c-shaped channels  528 ,  530  at the sides ( FIGS. 5A-5C ). Extending between the frame members  1002 ,  1004  is a flange bearing support  1006 , which is secured to the frame members  1002 ,  1004 . The flange bearing support  1006  is c-shaped. The flange bearing assembly  524  includes a first flange bearing  1016  that is disposed on top the flange bearing support  1006  and a second flange bearing  1018  that is disposed on the underside of the flange bearing support  1006 . The flange bearings are secured to one another through the flange bearing support  1006 . A plate  1008  is secured to the flange bearing support  1006  with bolts  1012  to enclose the flange bearing support  1006 . 
     The deck section  708  is disposed in swivelable contact with the ball bearing  526 , and the turntable  706  is disposed approximately flush with the deck section  708 . The shaft  802  extends from the turntable  706  through the deck section  708 , through the flange bearing support  1006 , through the flange bearings assembly  524 , and further through the plate  1008 . A disk  1015  is secured to the shaft  802  by the flange screw  1014 . This prevents the airplane gangplank assembly  122  from disconnecting from the upper-frame assembly  114 , while enabling the airplane gangplank assembly  122  to swivel side-to-side with respect to upper-frame assembly  114 . 
       FIGS. 12A and 12B  illustrate an example proximity post  112 . The proximity post  112  is secured to the tubular support sections  506  of the upper-frame assembly  114  (aircraft end) as a guide for the proximity of the apparatus  100  in respect to the airplane, to facilitate positioning of the apparatus  100  during operation. 
     Retention plate  1202  secures the proximity post  112  to the tubular support section  506  of the upper-frame assembly  114  using screws  1204 , for example. The proximity post  112  includes two elongated plates  1206 ,  1208  that are slideably engaged by a riveting pin  1210  through respective channels  1211 . Elongated plate  1206  is pivotably secured to the retention plate  1202  by a rivet  1213  and can be secured in one or more pivotable positions by detent  1212 . 
     Accordingly, the proximity post  112  (elongated plates  1206 ,  1208 ) can extend from and pivot in relation to the support section  506 . The proximity post  112  further includes extensible arm  1214 , which is secured to the elongated plate  1208 . The extensible arm  1214  includes a telescoping section  1218 . A screw  1216  can secure the telescoping section  1218  in one of many extended position with respect to the extensible arm  1214 . This provides multiple proximity sensing positions for the proximity post  112 . 
       FIG. 13  illustrates a top view of the apparatus  100  extended during operation. 
     As shown, the passenger platform or walkway  128 , which includes decks  602 ,  508 ,  520 ,  708 ,  710 ,  712 , interfaces the boarding bridge and the airplane, as will be described in greater detail below with reference to  FIGS. 14 and 15 . Moreover, the canopy sections  124 ,  126  mitigate the effects of weather (e.g., sun, rain, snow). 
       FIG. 14  illustrates a side view of the apparatus  100  extended during operation to interface a boarding bridge  1402  (cab section) and an airplane  1408 . It is noted that only a cab section of the boarding bridge  1402  is shown for clarity. It is understood that the boarding bridge  1402  includes telescoping tunnel sections (not shown) and a rotunda (not shown) connecting the boarding bridge  1402  to the gate  1400  of the airport terminal. 
     The cab section of the boarding bridge  1402  includes a control station  1404  to adjust the boarding bridge  1402  with respect to apparatus  100 , such that the apparatus  100  can interface the boarding bridge  1402  and the airplane  1408 . As shown, the walkway  128  of the apparatus  100  ( FIGS. 1 and 13 ) interfaces the deck  1406  of the boarding bridge  1402  and the deck  1410  of the airplane  1408 . More specifically, the bridge gangplank assembly  116  is disposed atop the deck  1406  of the boarding bridge  1402 , and the airplane gangplank assembly  122  is disposed atop the airplane deck  1410  of the airplane  1408  and between the handrails  1414  of the airplane staircase  1412 . 
       FIG. 15  illustrates side cross-sectional view of the apparatus  100  extended during operation to interface the boarding bridge  1402  and the airplane  1408 . 
     As shown, the deck  1406  of the boarding bridge  1402  interfaces the deck  602  (bridge gangplank assembly  116 ) of the walkway  128 . Moreover, the deck  710  (airplane gangplank assembly  122 ) of the walkway  128  interfaces the deck  1410  of the airplane  1408 . The walkway  128  includes the decks  602 ,  508 ,  520 ,  708 ,  710 ,  712 , as described with reference to  FIGS. 1 and 13 . 
     The following briefly describes the operational characteristics and advantages of the apparatus  100  in interfacing the boarding bridge  1402  and the airplane  1408  during arrival and departure. 
     The apparatus  100  is a non-motorized piece of ground equipment that allows passengers to board and deplane from the airplane  1408  onto a boarding bridge  1402 . Moreover, the apparatus  100  provides a safe and secure walkway or passageway  128  for passengers to enter or exit the boarding bridge  1402  and seamlessly connect the passengers to the comfort of a conventional second-level gate of a terminal. 
     The apparatus  100  is adjustable for connecting to different boarding bridges and is further adjustable for various airplanes (e.g., CR-J, EMB and SAAB  340 ). Specifically, the apparatus  100  provides the ability to adjust the vertical height at the front (aircraft end) and at the rear (bridge end). This is a useful feature for mating with various styles of boarding bridges and various airplanes. Specifically, the jack assembly  106  facilitates the adjustment of the vertical height of the upper-frame assembly  114  and the gangplank assemblies  116 ,  122  with respect to the lower-frame assembly  102 , as may be necessary to dock with airplanes having different doorsill heights as well as with boarding bridges having different deck heights. 
     To adjust the vertical height of the apparatus  100  at the bridge end, the valve (not shown) of the jack assembly  106  is closed securely. The handle  422  of the jack assembly  106  is used to pump the jack slightly in order to relieve pressure on the pins  204 ,  210 . The pins  204 ,  210  are removed once they become loose. The bridge end of the upper-frame assembly  114  and the bridge gangplank assembly  116  are raised or lowered to a desired height with respect to the lower-frame assembly  102  by using the jack assembly  106 , e.g., pumping the handle  422  to raise, and opening the valve to lower. Once the holes (e.g., positions  203 ,  209 ) of the posts  202 ,  208  are aligned with the respective holes for the pins  204 ,  210  at the desired height, the pins  204 ,  210  are re-inserted to secure the posts  202 ,  208  to the lower-frame assembly  102 . 
     A similar set of operations can be used to adjust the vertical height of the apparatus  100  at the front (aircraft end), whether approximately concurrently with adjustment at the bridge end or separately therefrom. If aircraft end is adjusted approximately concurrently with the adjustment at the bridge end, the pressure on the pins  904 ,  910  has thus been relieved using the jack assembly  106 . If not, the operations to do so are performed as described hereinabove. The pins  904 ,  910  are removed once they become loose. The aircraft end of the upper-frame assembly  114  and the airplane gangplank assembly  122  are raised or lowered to a desired height with respect to the lower-frame assembly  102  by using the jack assembly  106 , e.g., pumping the handle  422  to raise, and opening the valve to lower. Once the holes of the posts  902 ,  908  are aligned with the respective holes for the pins  904 ,  910  at the desired height, the pins  904 ,  910  are re-inserted to secure the posts  902 ,  908  to the lower-frame assembly  102 . 
     The apparatus  100  further provides the passengers with protection from weather conditions during the boarding or deplaning, with passengers never having to climb or descend stairs to enter or exit the airplane  1408 . Disabled or wheelchair-bound passengers can board and deplane without interruption or a separate lifting device, dramatically reducing the time required to complete boarding or deplaning. Because the apparatus  100  connects passengers directly to the boarding bridge  1402 , fewer ground personnel are required for safety and security compliance as the passengers do not need to traverse an active tarmac. 
     During arrival, with the boarding bridge  1402  safely positioned away from the inbound airplane  1408 , the apparatus  100  is rolled by ground personnel into a safe location near the cab of the boarding bridge  1402 , making sure the apparatus  100  is also clear from the airplane  1408 . Once the airplane has blocked-in and the engines are shut down, the cabin door/staircase  1412  is then deployed. 
     The apparatus  100  is then maneuvered into place by pushing push-bars  108  of the apparatus  100  ( FIG. 1 ) in order to align the apparatus  100  approximately perpendicularly to the cabin of the airplane  1408  and at approximate proximity to the cabin door/staircase  1412 . In this regard, the proximity post  112  of  FIG. 1 , set to a proximity sensing position described with reference to  FIGS. 12A, 12B , is used to guide the apparatus  100  to the approximate proximity to the cabin door/staircase  1412  of the airplane  1408 . The stabilizer assemblies  306  ( FIG. 3 ) are then deployed to secure the position of the apparatus  100  with respect to the airplane  1408 . 
     After the apparatus  100  is placed in the appropriate position with respect to the airplane  1408 , the boarding bridge  1402  is driven by a gate agent using control station  1404  into position at the opposite side of the apparatus  100 . When the boarding bridge  1402  is within a short distance (e.g., 1 meter) of the apparatus  100 , the speed of the boarding bridge  1402  is reduced to a minimum, allowing the alignment with the apparatus  100 . The alignment includes side-to-side alignment and vertical alignment. More specifically, the boarding bridge  1402  is stopped such that its bumper is touching or is within a close proximity of touching the apparatus  100 . 
     With the boarding bridge  1402  in appropriate position and powered off, the gate agent walks over to the apparatus  100  and deploys the bridge gangplank assembly  116 , lowering the bridge gangplank assembly  116  onto the boarding bridge deck  1406 . In those cases where the boarding bridge  1402  is not leveled and the bridge gangplank assembly  116  includes deck sections  618 ,  620 , the gate agent can also articulate deck section  620  and the levelers  624 ,  626  to interface the bridge gangplank assembly  116  with the boarding bridge deck  1406  of the boarding bridge  1402 . 
     The gate agent further walks through the apparatus  100  to the airplane gangplank assembly  122  and deploys the airplane gangplank assembly  122 . In order to deploy the airplane gangplank assembly  122 , the gate agent depresses the latching mechanism  714  towards the airplane gangplank assembly  122 . The latching mechanism  714  disengages the pin  715 . While still depressing the latching mechanism  714 , the gate agent pushes the airplane gangplank assembly  122  down toward the airplane. Once the airplane gangplank assembly  122  is within close proximity of the airplane  1408 , the airplane gangplank assembly  122  is swiveled and further pushed to deploy the airplane gangplank assembly  122  between the handrails  1414  of the door/staircase  1412 . 
     During departure, the gate agent walks through the apparatus  100  to the airplane gangplank assembly  122 . The gate agent grabs the handles  702 ,  704  and pulls the airplane gangplank assembly  122  up and into the stowing position. Using the latching mechanism  714 , the pin  715  is engaged to retain the airplane gangplank assembly  122  in the stowed position. 
     The gate agent further walks through the apparatus  100  to the boarding bridge  1402  and using rails  606 ,  616  of the bridge gangplank assembly  116  then raises the bridge gangplank assembly  116  into the apparatus  100 . The gate agent then safely drives boarding bridge  1402  using the control station  1404  to a designated stow location. 
     Ground personnel disengage the stabilizer assemblies  306  ( FIG. 3 ) and maneuver the apparatus  100  away from the airplane  1408  using the push-bars  108 . The apparatus  100  can then be pushed using the push-bars  108  and/or driven using the tow-bar  110  to a stowing location, where the stabilizer assemblies  306  ( FIG. 3 ) can also be deployed to prevent the apparatus from moving while stowed. 
     Thus, an apparatus to interface a boarding bridge and a low doorsill airplane have been described. Although specific example embodiments have been described, it will be evident that various modifications and changes may be made to these embodiments without departing from the broader scope of the invention. Accordingly, the specification and drawings are to be regarded in an illustrative rather than a restrictive sense. The accompanying drawings that form a part hereof, show by way of illustration, and not of limitation, specific embodiments in which the subject matter may be practiced. The embodiments illustrated are described in sufficient detail to enable those skilled in the art to practice the teachings disclosed herein. Other embodiments may be utilized and derived therefrom, such that structural and logical substitutions and changes may be made without departing from the scope of this disclosure. This Detailed Description, therefore, is not to be taken in a limiting sense, and the scope of various embodiments is defined only by the appended claims, along with the full range of equivalents to which such claims are entitled. 
     Such embodiments of the inventive subject matter may be referred to herein, individually and/or collectively, by the term “invention” merely for convenience and without intending to voluntarily limit the scope of this application to any single invention or inventive concept if more than one is in fact disclosed. Thus, although specific embodiments have been illustrated and described herein, it should be appreciated that any arrangement calculated to achieve the same purpose may be substituted for the specific embodiments shown. This disclosure is intended to cover any and all adaptations or variations of various embodiments. Combinations of the above embodiments, and other embodiments not specifically described herein, will be apparent to those of skill in the art upon reviewing the above description. 
     The Abstract is provided to comply with 37 C.F.R. §1.72(b) and will allow the reader to quickly ascertain the nature and gist of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. 
     In the foregoing description of the embodiments, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting that the claimed embodiments have more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby incorporated into the Description of the Embodiments, with each claim standing on its own as a separate example embodiment.