ISO 15845:2014

INTERNATIONAL ISO
STANDARD 15845
First edition
2014-12-15
Aircraft ground equipment -
Boarding vehicle for persons with
reduced mobility - Functional and
safety requirements
Matériel au sol pour aéronefs - Véhicule d’embarquement de
personnes à mobilité réduite - Exigences fonctionnelles et de sécurité
Reference number
©
ISO 2014
© ISO 2014
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ii © ISO 2014 – All rights reserved

Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 2
3 Terms and definitions . 2
4 General requirements . 4
4.1 Vehicle. 4
4.2 Van body . 6
4.3 Boarding platform . 7
5 Controls . 9
5.1 General . 9
5.2 Upper operator’s position .10
5.3 Driver’s position .10
6 Stability and mobility .10
6.1 Stability requirements .10
6.2 Stabilizers .11
6.3 Mobility .11
7 Protection of persons .12
7.1 Safeguards against falling .12
7.2 Access .13
7.3 Malfunctions.13
8 Tail lift .14
9 Transfer plate .14
10 Back-up systems .15
11 Emergency evacuation.16
12 Optional features .16
13 Instructions and markings .16
13.1 Manufacturer’s instructions .16
13.2 Markings .17
Annex A (normative) Minimum space requirements for a wheelchair or stretcher .18
Bibliography .20
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any
patent rights identified during the development of the document will be in the Introduction and/or on
the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT), see the following URL: Foreword — Supplementary information.
The committee responsible for this document is ISO/TC 20, Aircraft ground equipment, Subcommittee
SC 9, Air cargo and ground equipment.
iv © ISO 2014 – All rights reserved

Introduction
This International Standard specifies the functional and safety requirements for boarding vehicles used
at airports for elevation, boarding and disembarkation of reduced mobility passengers to/from civil
transport aircraft.
Throughout this International Standard, the minimum essential criteria are identified by use of the
key word “shall”. Recommended criteria are identified by use of the key word “should” and, while not
mandatory, are considered to be of primary importance in providing effective and intrinsically safe
boarding vehicles. Deviation from recommended criteria should only occur after careful consideration,
extensive testing, and thorough service evaluation have shown alternate methods to be satisfactory.
The requirements of this International Standard are expressed in the applicable SI units, with
approximate inch-pound units conversion between brackets for convenience in those countries using
that system. Where it is deemed necessary to use exact values, the SI unit ones are to be used.
INTERNATIONAL STANDARD ISO 15845:2014(E)
Aircraft ground equipment - Boarding vehicle for persons
with reduced mobility - Functional and safety requirements
1 Scope
1.1 This International Standard specifies the minimum functional and safety requirements for enclosed
self-propelled boarding vehicles designed for transporting and boarding/de-boarding persons with
reduced mobility onto/from the main deck or upper deck of main line civil transport aircraft on which
they are travelling as a passenger.
1.2 The intent of this International Standard is not to specify equipment design, but rather to define
minimum functional and safety requirements and highlight those criteria which are known to be essential
to an efficient and safe operation on civil transport aircraft in the environment of international airports.
1.3 This International Standard specifies the worldwide requirements recognized by aircraft and
vehicle manufacturers as well as airlines and airport authorities. In addition, it shall be applied with due
reference to the national governmental regulations of the country where the vehicle is to be operated. The
main though not exclusive areas in which such national regulations can apply are:
— general requirements applicable to road vehicles, or similar local airport regulations;
— sanitary requirements regarding design, cleaning, disinfection and equipment of vehicles that can
be used to carry diseased persons with or without medical attendance;
— safety requirements applicable to elevating equipment carrying persons in the elevated position.
Nothing in this International Standard, however, shall be deemed to supersede any locally applicable law or
regulation, unless a specific exemption has been obtained for this purpose from the appropriate Authority.
See NOTE of 4.1.1 hereafter as regards legal requirements applicable in the European Union and EFTA.
1.4 This International Standard assumes that a disabled or incapacitated passenger can be accompanied
by at least one attendant, and can be seated in a wheelchair or reclining on a stretcher trolley. Major factors
in the design of the vehicle, with relevance to safety, are the consideration of psychological aspects, i.e.
feelings of well-being and security, and the physical comfort of the passenger and the avoidance of panic.
1.5 This International Standard also assumes that any type of wheelchair, e.g. standard type with or without
occupant self-restraint system, aircraft aisle width wheelchairs without armrests, non-occupant propelled
wheelchairs, battery powered wheelchairs, etc., or any type of stretcher transport trolley, can be employed.
NOTE It is assumed that battery powered wheelchairs will not be taken into the cabin of an aircraft.
1.6 This International Standard does not apply to other forms of aircraft loading equipment which can be
used but is not specifically designed for boarding of incapacitated or disabled persons, e.g. mobile lounges,
passenger boarding bridges, or externally mounted pods such as used on medical evacuation helicopters.
1.7 This International Standard does not apply to unmodified automotive parts approved for public
vehicles, e.g. chassis, when used on a boarding vehicle for the purpose for which they were designed.
1.8 Certain requirements of this International Standard are specifically dictated by overwing access
to doors of certain aircraft types, and might not apply to other aircraft types. However, the intent of this
International Standard is that any vehicle capable of reaching the upper deck of very large capacity aircraft
(VLCA) shall be able to safely handle this specific situation.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 6966-1, Aircraft ground equipment — Basic requirements — Part 1: General design requirements
ISO 6966-2, Aircraft ground equipment Basic requirements Part 2: Safety requirements
ISO 7000, Graphical symbols for use on equipment — Registered symbols
ISO 7010, Graphical symbols — Safety colours and safety signs — Registered safety signs
ISO 7718-1, Aircraft — Passenger doors interface requirements for connection of passenger boarding
bridge — Part 1: Main deck doors
ISO 7718-2, Aircraft — Passenger doors interface requirements for connection of passenger boarding
bridge — Part 2: Upper deck doors
ISO 10254, Air cargo and ground equipment — Vocabulary
ISO 10542-1, Technical systems and aids for disabled or handicapped persons — Wheelchair tiedown and
occupant-restraint systems — Part 1: Requirements and test methods for all systems
ISO 10542-2, Technical systems and aids for disabled or handicapped persons — Wheelchair tiedown and
occupant-restraint systems — Part 2: Four-point strap-type tiedown systems
ISO 10542-3, Technical systems and aids for disabled or handicapped persons — Wheelchair tiedown and
occupant-restraint systems — Part 3: Docking-type tiedown systems
ISO 11228-1, Ergonomics — Manual handling — Part 1: Lifting and carrying
ISO 11532, Aircraft ground equipment — Graphical symbols
ISO 11995, Aircraft — Stability requirements for loading and servicing equipment
ISO 13849-1, Safety of machinery — Safety-related parts of control systems — Part 1: General principles
for design
ISO 13857, Safety of machinery — Safety distances to prevent hazard zones being reached by upper and
lower limbs
ISO 14122-2, Safety of machinery — Permanent means of access to machinery — Part 2: Working
platforms and walkways
ISO 16004, Aircraft ground equipment — Passenger boarding bridge or transfer vehicle — Requirements
for interface with aircraft doors
ISO 27470, Aircraft ground equipment — Upper deck catering vehicle — Functional requirements
DIN 51130, Testing of floor coverings — Determination of the anti-slip property — Workrooms and fields of
activities with slip danger, walking method — Ramp test
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 10254 and the following apply.
2 © ISO 2014 – All rights reserved

3.1
attendant
airline, airport or handling company person who can assist a disabled/incapacitated person
Note 1 to entry: Examples of the ways in which attendants can assist disabled persons are, e.g. pushing wheelchairs,
operating hoists, assisting with entering and leaving seats, stretchers, and wheelchairs.
3.2
back-up
separate means to ensure a function in the event of a primary power loss or system failure
3.3
boarding platform
platform for transhipment between vehicle van body and aircraft
3.4
disabled person
person with one or more impairments, one or more disabilities, one or more handicaps, or a combination
of impairment, disability, and/or handicap, which restricts his/her mobility
3.5
emergency evacuation
necessity to evacuate all persons on board of the vehicle to the ground in as short a time as possible, in
order to escape an immediate major hazard, e.g. fire
Note 1 to entry: Since an emergency stop might have been actuated or the main vehicle systems damaged, the
main power source can be unavailable.
3.6
incapacitated person
person whose mobility is temporarily impaired
Note 1 to entry: Mobility impairments range from persons having difficulty walking due to use of a prosthetic to
a quadriplegic.
3.7
person with reduced mobility
PRM
person meeting definitions 3.4 or 3.6 above. He/She can move by oneself or on a wheelchair or a stretcher
3.8
rated load
maximum mass (including persons) the vehicle is intended to carry. It is the lowest of applicable
constraints, general structural strength (including lifting), capability of usable floor surfaces, vehicle’s
driving gross mass, maximum allowable occupancy (e.g. emergency exits), etc.
3.9
restraint device
device for preventing movement of a person or a load
3.10
safety barrier
movable element to prevent access into an area
3.11
safety shoe
pressure-sensitive switch placed underneath the open door of an aircraft to detect excessive downward
motion of the aircraft
3.12
side-guard
rigid device which is designed to prevent another vehicle from becoming entrapped underneath the side
of a vehicle when the vehicle is struck from either side
3.13
stretcher trolley
wheeled trolley with integral or removable stretcher (which might be capable of being folded or
dismantled), attendant operated, non-self-propelled
3.14
tail lift
tailgate
moveable platform at the rear of a vehicle used for assisting the entry or exit of passengers, with or
without wheelchairs or stretcher trolleys, into and out of vehicles from the ground level
3.15
transfer plate
movable accessory used to bridge the aircraft door sill to smoothly roll in and out wheelchairs or trolleys
3.16
under-run guard
rigid or flexible bumper device which is designed to prevent another vehicle from becoming entrapped
underneath the rear of a vehicle when the vehicle is struck from behind
3.17
van body
enclosed body for carrying loads, e.g. disabled/incapacitated persons, wheelchairs, stretcher trolleys
3.18
wheelchair
wheeled chair, either occupant-propelled, pushed or power operated, which might be capable of being
folded or dismantled, fitted with or without an occupant restraint system
Note 1 to entry: Special, narrower, pushed wheelchairs limited to the airports and usually without armrests are
used in order to move in aircraft cabins aisles.
4 General requirements
4.1 Vehicle
4.1.1 The vehicle’s design, construction, equipment, and, where necessary, operating rules shall meet
all the applicable requirements of ISO 6966-1and ISO 6966-2.
NOTE For operation in Europe (EU and EFTA), EU Machinery Directive’s essential safety requirements
legally apply. They can be met by complying with the requirements of the following European Standards (see
Bibliography):
— EN 1915-1, Aircraft ground support equipment — General requirements — Part 1: Basic safety
requirements;
— EN 1915-2, Aircraft ground support equipment — General requirements — Part 2: Stability and strength
requirements, calculations and test methods;
— EN 1915-3, Aircraft ground support equipment — General requirements — Part 3: Vibration
measurement methods and reduction;
— EN 1915-4, Aircraft ground support equipment — General requirements — Part 4: Noise measurement
methods and reduction;
4 © ISO 2014 – All rights reserved

— EN 12312-14, Aircraft ground support equipment — Specific requirements — Part 14:
Disabled/incapacitated passenger boarding equipment.
In addition, the pertinent requirements of applicable governmental regulations such as EC Regulation
N° 1107-2006 and FAA Advisory Circular N° 150/5220-21C shall be taken into account.
4.1.2 The vehicle shall be equipped with a fully enclosed elevating van body capable of safely lifting
the maximum allowable rated load defined in 4.2.3, and a boarding platform capable of reaching the
passenger door sill heights of the aircraft types it is intended to serve.
NOTE Door sill heights of current main line transport airplanes are usually over 2,50 m (100 in) and can be
up to a maximum of 8,40 m (330 in) above the ground.
4.1.3 Where intended to use public roads, the vehicle’s dimensions, laden weight, and other
characteristics shall satisfy the applicable government regulations for vehicles.
4.1.4 The overall plan-view dimensions of the boarding vehicle shall be kept to a minimum, consistent
with its functions. The overall width of the vehicle in the driving condition (with stabilizers retracted)
should not exceed 2,60 m (102 in). The overall height of the vehicle in the fully lowered position shall not
exceed 4,00 m (157 in), in order to be compatible with the airport infrastructures. In order to facilitate
use on aircraft, the vehicle’s overall length should preferably not exceed 12,20 m (40 ft). See Annex A for
the dimensioning space requirements of wheelchairs and stretchers.
NOTE Local road traffic regulations can require narrower vehicle widths.
4.1.5 The vehicle’s swept turning radius shall be kept to a minimum, and should not exceed 12,20 m
(40 ft). The vehicle chassis shall be protected against adjacent vehicles by continuous aft under-run
guard and side guards. The ground clearance of the boarding vehicle shall allow without interference the
traversing of two surfaces intersecting at an angle of 3° (5 %) either in bridging or in cresting.
4.1.6 The width of any gaps between the different floors of van body, boarding platform and tail lift or
parts thereof in the load transfer position shall be less than 10 mm (3/8 in). Height variation between the
van body floor, boarding platform, and tail lift or parts thereof shall not exceed 6 mm (1/4 in). Where the
difference in height is more than 6 mm in the load transfer position a ramp inclined at a maximum angle
of 15° shall be provided.
4.1.7 The boarding vehicle’s driver shall have maximum unobstructed view of the platform and
aircraft interface and any potential interference areas (e.g. engines, wing) under all operating conditions.
Particularly, for final positioning to the aircraft at walking speed, the driver’s position while at the steering
wheel shall provide a free line of sight towards these critical areas. Where the driver’s position (see
5.3) is not elevating with the van body, this visibility field can be achieved through appropriate window
section(s), equipped with wiper and defrosting, in the cabin’s roof, and either:
a) on the boarding platform in its fully retracted position leaving the minimum visibility field
unobstructed, or
b) allowing it to be raised enough during final positioning to leave the visibility field unobstructed.
4.1.8 The boarding vehicle’s rated load capacity shall be defined by the manufacturer, and consistent
with maximum allowed occupancy as defined in 4.2.3. See 13.2 for rated load marking requirements.
4.1.9 The boarding vehicle’s structural strength, and stability shall meet the applicable requirements
and be accordingly demonstrated by testing, or numeric simulation substantiated as equivalent.
Calculations, testing and simulations shall be performed using recognised structural engineering codes.
The stability and strength requirements to be met are those resulting from the present international
Standard (see Clause 6 for stability requirements), as well as governmental regulations (e.g. EN 1915-2
for vehicles to be operated in Europe) or the codes derived from them.
4.1.10 The design of electrical equipment shall take into account any potential interference with passengers
fitted with pacemakers, or electrical medical equipment. Consideration should be given to the requirements
of IEC 60601-1 in relation with any medical equipment that can be used on the boarding vehicle.
4.2 Van body
4.2.1 The van body shall be sufficient to carry the passengers on wheelchairs or stretchers plus
attendants and any ancillary equipment as intended. See Annex A hereafter for the minimum space
requirements for a wheelchair. Minimum space requirements shall be 0,75 m × 1,20 m (30 in × 48 in)
floor space for a wheelchair and 0,75 m × 2,10 m (30 in × 83 in) for a stretcher trolley, and in accordance
with Figure A.2 of Annex A for required clear pathway.
−2
4.2.2 The van body floor structure shall be designed for a load of 2 000 N·m (42 lb/sq ft), equally
−2
distributed over its whole surface, but withstand without permanent deformation a local load of 3 600 N·m
(75 lb/sq ft) on any single area of 0,9 m (10 sq ft) or less. The maximum mass of a single wheelchair within
the floor space defined in Figure A.1 of Annex A shall be taken for calculation as 320 kg (700 lb).
NOTE This is composed of a mobility device maximum weight of 160 kg (350 lb) and a reduced mobility
person’s maximum weight of 160 kg (350 lb), in accordance with FAA AC N° 150/5220–21C (see Clause 2). The
weight footprint of a stretcher trolley is considered to be always less.
4.2.3 Maximum occupancy of the van body (wheelchairs, stretchers, other persons) shall be defined
by the manufacturer (see 13.1). The van body’s total rated load shall be a minimum of 400 kg (880 lb)
where intended for a single wheelchair, adding 160 kg (350 lb) per other wheelchair or stretcher and
80 kg (175 lb) per attendant or other person. See 13.2 for rated load and maximum occupancy marking
requirements.
4.2.4 The van body floor surface material shall be smooth and free from any joint or recess allowing
accumulation of dirt or rubbish, provide the possibility of easy elimination of water and snow, and be
selected to minimize wear and comply with cleaning and sanitary requirements. This material, even in
a wetted condition, shall provide a durable slip-resistant surface, with a minimum R11 slip-resistance
classification in accordance with Table 3 of DIN 51130. Drainage shall be provided for elimination of any
spilled fluids. Any gaps or height variations in the floor material shall meet the requirements of 4.1.6.
Where the floor surface is carpeted, the carpet shall be low pile, hard friction, with a thickness not exceeding
13 mm (0,5 in). The above slip-resistance and fluids elimination requirements are entirely applicable.
4.2.5 The van body’s internal clear height, with doors open or closed, shall be no less than 2,00 m (79 in),
and should preferably be at least 2,10 m (83 in). The usable internal width should be no less than 2,30 m
(91 in), if permitted by vehicle size and design within locally applicable vehicles outer width limitations.
4.2.6 The van body shall be equipped with at least two doors at the forward (boarding platform) and
rear (ground access) ends, with a minimum usable width of 0,90 m (36 in) and a minimum clear height
of 2,00 m (79 in) when open. If another door is provided for staff or attendants access, it shall have a
minimum usable width of 0,75 m (30 in) and a minimum clear height of 2,00 m (79 in) when open.
4.2.7 Means shall be provided for access of persons with reduced mobility from the ground to the van
body in the lowered position, e.g. lowering capability of the lifting system to ground level or installation of
a tail lift (see Clause 8). Steps are not permitted for wheelchair or stretcher access. Where a ramp is used
for wheelchair/stretcher access, it shall not exceed a slope of 5° (1/12 ratio), or 7° (1/8 ratio) if the length
of the ramp does not exceed 1,5 m (5 ft).
6 © ISO 2014 – All rights reserved

4.2.8 The interior of the van body shall be fully lined with a smooth, non-moisture absorbent, non-toxic
material, approved for utilization in sanitary facilities. In addition
a) the lining material shall be compatible with repeated cleaning using strong detergents and
disinfecting agents, as well as suitable for repeated water pressure and steam cleaning,
b) any joints or appurtenances inside the van body shall be flush, rounded, sloped or otherwise
protected to prevent any accumulation of dirt or rubbish and facilitate comprehensive cleaning, and
c) the inner surfaces of the van body shall include no projections or corners that could cause injuries, e.g.
corners shall be chamfered or rounded to a minimum radius of 6 mm (1/4 in), unless smooth corners
are provided by the intrinsic design of the standard material profiles used in the construction.
4.2.9 The van body shall have windows along each longitudinal side. The windows should be located so
that passengers on seats, wheelchairs and stretchers are able to look through.
4.2.10 Seats with a lap belt, that may be folding, or as a minimum standing stations with hand holds, shall
be provided in the van body for as many attendants or other persons as the vehicle is intended to carry.
4.2.11 Restraint devices anchorage points shall be provided to restrain as many wheelchairs and/or
stretcher trolleys as the vehicle is intended to carry. The design of restraint devices and anchorage points
shall be capable of withstanding the imposed loads (see 4.2.2 for maximum wheelchair mass to be taken
into account) under driving conditions up to the maximum driving speed of the boarding vehicle. Restraint
systems where provided shall be designed according to ISO 10542-1, ISO 10542-2, or ISO 10542-3.
3 −1
4.2.12 The van body shall be ventilated with a minimum fresh air rate of 50 m ·h (30 cu ft/min).
Heating and/or air conditioning shall be considered in accordance with the weather conditions at the
airport of operation. Combustion heating open flame heaters are not permissible.
4.2.13 Ambient lighting shall be fitted within the van body to provide a minimum illumination of 150 lx
(15 ft-candle) at any point of the floor including access areas and 200 lx (20 ft-candle) in a horizontal
plane located 0,8 m (30 in) over the floor. Emergency lighting shall be provided and ensure a minimum of
10 lx (1 ft-candle) at the floor in the event of main lighting system failure.
4.3 Boarding platform
4.3.1 The vehicle shall be equipped with a boarding platform enabling safe transshipment of reduced
mobility persons between the van body and the aircraft. The boarding platform may consist of a fixed part
and (a) movable part(s), which can be telescoping, sliding, turning, folding or otherwise adapting, and
shall be level with the van body floor within the required working height range according to the aircraft
types intended to be served (see 4.1.2).
NOTE 1 Boarding platforms can be an integrated extending part of the van body. As an option, they can be fully
enclosed or covered with a fixed or retractable canopy (see 4.3.10 for aircraft interface).
NOTE 2 Where the vehicle is intended to serve the upper deck of very large capacity aircraft (VLCA), an
additional requirement applies to provide an aircraft wing overhanging capability. See ISO 27470, 3.4.9, Upper
deck catering vehicle, for resulting specific requirements which are also applicable to PRM boarding vehicles.
4.3.2 The boarding platform shall have a minimum usable length of 1,20 m (48 in) where only
wheelchairs are considered, or 2,10 m (83 in) where stretchers can be carried. Its minimum clear width
between side panels shall be 0,90 m (36 in) as per Figure A.2 of Annex A.
4.3.3 The boarding platform shall be fitted on both sides with continuous side panels with a minimum
height of 1,10 m (43 in) to continuously close the gap between the van body and the aircraft during
operation. The side panels shall include a fixed part and a forward part adjustable to the aircraft. They
shall be entirely filled, support continuous handrails (see 7.1.2), and comply with ISO 14122-2 geometry
and strength requirements for guard-rails.
4.3.4 The adjustable part of the side panels shall be fitted with a positive locking device fitted with
a handle release, in either deployed or stored position, with as many intermediate positions as may be
necessary. It shall be possible to deploy and retract the adjustable part of side panels without putting the
operator into an unsafe position.
4.3.5 For this purpose, it is recommended adjustment movements be powered and controlled from
the upper control panel (see 5.2). The adjustable sections to close the gap with the aircraft fuselage may
remain manual, but with an operating force not exceeding 60 N (15 lbf).
NOTE Alternately, the side panels can be replaced by an enclosed boarding platform with overhead canopy.
The same requirements apply for adjustment and aircraft door opening (see 12.1).
The maximum force exerted onto the aircraft by telescopic parts of the boarding platform and
guard-rails/side panels shall not exceed 400 N (90 lbf). When the maximum force caused by movement
of the aircraft exceeds 400 N (90 lbf), these telescopic parts shall give way.
4.3.6 An aircraft docking configuration shall provide a safe position for opening and closing the aircraft
door: in the docking configuration, the minimum clear width between the inner faces of side panels shall
be equal to the added widths of the aircraft door in the open and closed positions, plus a positioning
clearance commensurate with the nature and accuracy of the docking systems/width adjustment devices.
Where this requirement cannot be met, e.g. for certain half-cabin vehicles, the boarding platform’s design
shall provide equivalent protection against the risk of the operator falling while opening and closing the
aircraft door.
4.3.7 The fixed section of the boarding platform shall be designed to support a minimum total
−2
distributed load of 5 900 N (1 320 lb), or 3 600 N·m (75 lb/sq ft), whichever is highest, or a minimum
3 140 N (700 lb) concentrated load on either forward quarter area of the fixed part, without deflecting by
more than 6 mm (1/4 in). No permanent deformation is allowable.
4.3.8 The movable section(s) of the platform shall be designed to support a minimum total distributed
−2
load of 3 450 N (770 lb), or 3 600 N·m (75 lb/sq ft) of maximum deployed area, whichever is highest,
or a minimum local single load of 980 N (220 lb) at its (their) leading edge when fully extended. The
maximum deflection of the leading edge shall not exceed 20 mm (0,8 in) under the maximum allowed
loads of the platform. No permanent deformation is allowable.
4.3.9 Continuous flooring shall be provided between the side panels, including in temporary docking or
operating positions where different from the travelling one. The floor material, even in a wetted condition,
shall provide a durable slip-resistant surface, with a minimum R11 slip-resistance classification in
accordance with Table 3 of DIN 51130. Drainage shall be provided for elimination of water and snow. Any
gaps or height variations in the floor material shall meet the requirements of 4.1.6.
4.3.10 The boarding platform and the side panels adjacent to the aircraft shall provide an adaptation to
its contours. They shall conform to the interface requirements given in ISO 7718-1, if applicable ISO 7718-
2, and ISO 16004. Side panels adjustment shall leave a maximum gap of 120 mm (5 in) from protective
padding to the aircraft fuselage.
4.3.11 The forward edge of the boarding platform and side panels shall be designed so that damage
to the aircraft is avoided, as a minimum by a full width aircraft interface device (padding) designed to
protect the aircraft, that
— is of a non-marking semi-soft material with a Shore surface hardness not exceeding A50,
— ensures a minimum 60 mm crushing capability, and
8 © ISO 2014 – All rights reserved

— is designed to minimize any force locally exerted onto the aircraft (see 4.3.5).
Padding can be complemented by proximity detection devices or flexible aircraft contact detection
devices. In this case, the device shall provide an electrical signal when or before contact with the aircraft
is achieved at any point, that can be used to stop vehicle movement. The related interlocking systems
shall ensure a Performance Level “b” according to ISO 13849-1.
4.3.12 The boarding platform shall be designed so that damage to the aircraft door, open during
boarding/de-boarding, as a result of aircraft movement is avoided. This can be achieved by either
— leaving the space underneath the aircraft door in the open position unconfined. All safety
requirements in 4.3.3 and 4.3.6 shall be complied with, or
— a mechanism, e.g. sensor or safety “shoe” which prevents the aircraft door from setting upon the
boarding platform during dispatch of the aircraft. The related systems shall ensure a Performance
Level “b” according to ISO 13849-1.
4.3.13 In order to prevent the hazards resulting from handling persons and heavy items high above the
ground without a complete safeguard, all movements of movable platform parts should be powered and
controlled from the upper control panel (see 5.2).
4.3.14 A safe operator position shall be provided either on the fixed part of the boarding platform or the
forward part of the van body to allow direct visibility of the aircraft interface area during vehicle positioning.
It shall be within reach of the upper control panel (see 5.2) and protect the operator against the risk of
falling while the platform’s movable part(s) and corresponding side panels are not yet extended and locked.
4.3.15 In order to facilitate positioning at aircraft doors interface at night and under poor visibility conditions,
a working light shall be provided on the platform or forward exterior face of the van body, to provide the
platform and aircraft interface area with a non-glare minimum illumination of 200 lx (20 ft-candle).
5 Controls
5.1 General
5.1.1 Controls for raising and lowering the van body as well as the boarding platform shall be provided
at the driver’s position and at an upper operator’s position. These controls shall be interlocked so that
only one position is enabled at a given time. Selection of raising and lowering priority between both
controls shall be located only at the upper operator’s position. The related interlock system shall ensure
a Performance Level “c” according to ISO 13849-1
5.1.2 It shall be possible to start and stop the engine from both the driver’s position and the upper
control panel.
5.1.3 Emergency stop (engine kill) buttons in accordance with ISO 6966-2, 4.9.1 shall be provided at
both control panels. Where an additional emergency stop is provided, it shall be accessible from ground
level, on the vehicle side opposite the driver’s position. Activation of an emergency stop shall not activate
the travelling brakes.
5.1.4 Non-lockable hold-to-run control actuators shall be used for all functions except vehicle travelling.
All controls shall be identified by the appropriate ISO 11532 graphic symbol for their function.
5.1.5 The layouts of control panels should, insofar as practical, meet the requirements of IATA AHM 915
(see Reference [5]).
5.2 Upper operator’s position
5.2.1 The upper control panel shall be located at the forward end of the van body, or on the fixed
section of the boarding platform under the requirement that the corresponding operator’s position be
fully protected by the platform’s side panels and the safety barrier (see 7.1.3). Its location shall ensure an
unobstructed view over the platform, side panels, and aircraft interface area.
5.2.2 All functions for positioning and adjusting the vehicle at the aircraft, except vehicle travelling,
shall be controllable from the upper control panel (see 4.3.14). Controls for any powered movable parts
of the boarding platform, side panels sections and optional canopy shall be provided only at the upper
control panel.
5.3 Driver’s position
5.3.1 The driver’s position shall be seated, and might be located either on the chassis at ground level, or
on the elevating platform supporting the van body. In the first case, it shall be contained in an automotive
vehicle cabin or equivalent enclosed location. In the second case, it shall be separated from the van body’s
interior by at least a half-height partition or gate, and shall not obstruct direct passage of wheelchairs or
stretchers to and from the aircraft (see Figure A.2 of Annex A for minimum required through way).
5.3.2 Travelling controls shall be provided only at the driver’s position.
5.3.3 Controls for extending and retracting the stabilizers if provided (see 6.2) shall be located only
at the driver’s position control panel, and shall be protected against inadvertent activation. Positive
confirmation by warning lights or equivalent that the stabilizers are either fully retracted, or fully extended
and supporting the vehicle’s weight against a supporting surface, shall be provided at both the driver’s
position and the upper control panel.
5.3.4 An indication showing the van body is not fully lowered shall be provided at the driver’s position.
5.3.5 Where a warning device is provided to indicate when a van body door is open, it shall be installed
at the driver’s position.
6 Stability and mobility
6.1 Stability requirements
6.1.1 The vehicle in both the maximum payload and empty conditions shall meet the static and wind
stability requirements of ISO 11995 with both the van body and front platform in the maximum elevated
positions and the most unfavourable distribution of loads.
6.1.2 The required stability can be achieved either intrinsically by design, or through the use of
stabilizers. See 6.3 hereafter for associated mobility restrictions in either case.
6.1.3 In addition to actual calculated or tested stability, i.e. prevention of the risk of the vehicle tipping
over, utmost design care should be brought to minimizing any feeling of instability for persons standing on
the boarding platform in the elevating position, resulting from vehicle structure oscillations and perceived
vibrations due to wind gusts or movement of persons and loads on board the vehicle. For instance
— stabilizers and their attac
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