54 THE 14TH
ANNUAL GHI CONFERENCE
GROUND HANDLING INTERNATIONAL FEBRUARY 2013
shoulders of the industry in this context. Put into perspective, that equated to 26 new aircraft… Safer risk management, he averred, was the way ahead. But what about consequential loss?
Would handlers taking on this burden be looking to escalate their charges in an attempt to offset the cost? The assembled debating panel had definite views on this. ASA’s Martin Meyer said that he wanted the current wording in Article 8 to remain and speaking for BA, Marsha Ragusa stressed the need for a concrete agreement between handler and carrier. Of course, if handlers did not damage aircraft in the first place, this discussion would have been hypothetical. Speaking from the panel, James Outram of Willis declared that he saw little problem with the current system undergoing change; whilst Barry Nassberg of Worldwide Flight Services added that it was the uncertainty in operations that contributed to expense. Talk continued around the subject of clarification (what exactly would be the terms of the revised document?) and the scope of damage occasioned. There were also comments to the effect that revisions
were not a panacea. Airlines were inherently safe today and really, solutions ought to sought in a different quarter. A TLD spokesperson pointed out that GSE could be fitted with an array of safety devices if required: the problem was one of customer acceptance of a higher price for peace of mind. Ivar went on to suggest that in fact it wasn’t the GSE that was the problem, it was the personnel: poor training coupled with the (frequent) need for a fast turn were the root cause. Finally, were Article 8 amendments to be adopted, would this translate into higher fares for passengers? The evening’s gala dinner saw the annual Ramp Safety Awards presented, details of which can be found on page 57.
A tougher skin?
Day two began with the work of Airbus, in which Peter Esteie described the progress made with composites that had translated into the new A350, of which three versions were envisaged. The first trials are due this year and the extensive use of composites means a more fuel-
efficient aircraft and fewer maintenance tasks, since the occurrence of fatigue is greatly reduced.
Handling, he explained, would not
differ; indeed, pre-existing techniques would work just as well. He also pointed out that the bulk cargo door was now located on the left hand side of the aircraft. Of interest to those present was the range of damage that might be entertained. “Barely visible” was the lowest category; the next was “visible” (which might include scratches) whilst “discrete” embraced hail or lightning. A “rare” category was that of GSE damage, a hard landing or a jacking accident. Having identified the most vulnerable parts on the fuselage, Airbus decided to strengthen the door areas and is now trying to anticipate future (potential) damage situations. However, this new technology comes at a price. Light knocks on the surface leave no imprint, unlike aluminium, and so nothing is visually apparent to those on the outside. However, damage is inflicted on the other side of the skin, which is typically masked by panels
Richard DePastino, DAL GLOBAL SERVICES; Sally Leible, AIRPORT TERMINAL SERVICES; Peter O’Boyle, AVIANCE ALLIANCE, Brian McCormick, AIRPORT TERMINAL SERVICES; Brad Compton, TUG TECHNOLOGIES CORPORATION; Brian Wood, AIRPORT TERMINAL SERVICES
Diogo Pontes, Kassande Carvalho & Antonio Ramos, GHASSIST HANDLING
Siona Jorgensen, AIR FRANCE-KLM; George Efstratiadis & Efstathia Vassalou, OLYMPIC HANDLING
Radoslaw Paruzel, LS AIRPORT SERVICES; Stephanie Blevins,
JET2.COM; Michal Kaczmarzyk & Radoslaw Gos, LS AIRPORT SERVICES
Cyril Dreux, CHARLATTE MANUTENTION; Mounir Khablachi & Jean Cagnon, ALYZIA; Armelle Marechal-Guichard, USIMAT- SERMEES
Brian Marshall, SUBAIR; Wouter De Vries, S-P-S; Christoph Papke, S-P-S DEUTSCHLAND; Alexandru Micu, GLOBEGROUND ROMANIA; Chris Banks, LST MASCHINENBAU SACHSEN
Marc Delvaux & Danny Vranckx, TCR INTERNATIONAL; Sebastian Hoyos, CHARLATTE MANUTENTION
Jean Abou Jaoude, MIDDLE EAST AIRLINES GROUND HANDLING; Hans Van Schaik, SACO AIRPORT EQUIPMENT; Mohamad Issa, MIDDLE EAST AIRLINES GROUND HANDLING
Anders Larsen, VESTERGAARD COMPANY; Claudius Kuhnert & Frank Schinck, FRAPORT
Roger Larreur, SWISSPORT USA; Marc Desnoyers, JETSTREAM GROUND SERVICES; Rudi Kandhai, KLM ROYAL DUTCH AIRLINES; Anja Feudel, PROVEO; Antonio Alvarez, SWISSPORT USA
Danny Healy, GSE FREIGHT UK; Larry Hopkins & Patrick Brown, INTEGRATED DEICING SERVICES; Nick Moore, DNATA; Salvatore Calvino, INTEGRATED DEICING SERVICES
Atilla Korkmazoglu & Samim Aydin, CELEBI AVIATION HOLDING; Koray Ozbay, CELEBI GROUND HANDLING and spouse
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