Part 139 Airport Operations Safety

Airfield Lighting Familiarization

2008-04-07T06:02:00.002-05:00

RUNWAY LIGHTS/RUNWAY EDGE LIGHTS
Lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may becontrolled or preset. The last 2,000 feet of lights are amber. HIRL (High Intensity Runway Lighting ) runways have a 5-step lights intensity system, MIRL (Medium Intensity Runway Lighting) runways have 3-step lights Intensity system, controlled by the ATCT & electrical vault.

TOUCHDOWN ZONE LIGHTING
Two rows of transverse flush-mounted light bars located symmetrically about the runway
centerline, normally at 100 foot intervals. The basic system extends 3,000 feet from the runway's approach.

RUNWAY CENTERLINE LIGHTING
Flush centerline lights spaced at 50-foot intervals, beginning 75 feet from the landing threshold
and extending to within 75 feet of the opposite end of the runway. The centerline lighting system
is designed flush to facilitate landings, rollouts, and takeoffs under adverse day and night visibility conditions. The last 3,000 feet of the system, as viewed from the landing or takeoff position, should be color-coded in order to provide distance remaining information to the pilot. The first 2,000 of the last 3,000 foot segment should be alternating red/white with the last 1,000 feet solid red. This system should be installed on all precision approach runways used by air carrier aircraft. It should also be installed on all other runways intended to support low visibility operations.

TAXIWAY CENTERLINE LIGHTING
Taxiway centerline lights are used to facilitate ground traffic under low visibility conditions. They are located along the taxiway centerline in a straight line on straight portions, on the centerline of curved portions, and along designated taxiing paths in portions of runways, ramp and apron areas. Taxiway centerline lights are steady burning and emit green light.

TAXIWAY EDGE LIGHTS
Taxiway edge lights are used to outline the edges of taxiways during periods of darkness or
restricted visibility conditions. These fixtures emit blue light. Taxiways have a 3-step light intensity system, controlled by ATCT & electrical vaults.

TAXIWAY LEAD-OFF LIGHTS
Taxiway lead-off lights extend from the runway centerline to a point on an exit taxiway to expedite movement of aircraft from the runway. These lights alternate green and yellow from the runway centerline to the runway holding position or the ILS/MLS critical area, as appropriate.

OBSTRUCTION LIGHT
A light or a group of lights, usually red or white, frequently mounted on a surface
structure or natural terrain to warn pilots of the presence of an obstruction.

LIGHTED WIND SOCK
Lighted and frangible mounted wind socks must be installed near the approach end
of each runway, preferably opposite the 1,000 foot mark and 150 feet off the left side
of the runway.

THRESHOLD LIGHTS
Fixed green lights arranged symmetrically left and right of the runway centerline,
identifying the runway threshold. Four (4) threshold lights on either side of the
centerline are required for an instrument runway. Lights should be green from the
approach side and red on the opposite side.

FAA THRESHOLD LIGHTS
Fixed blue FAA threshold lights identifying the approach end of the runway upon
landing.

RUNWAY GUARD LIGHTS
In surface or Elevated flashing amber lights which alert vehicles & aircraft to the entrance of a runway.

Airfield Signage Familiarization

2008-03-20T07:32:00.021-05:00

AIRFIELD SIGNAGE
A properly designed and standardized taxiway guidance sign system is an essential component
of a surface movement guidance control system. This is necessary for the safe and efficient
operation of an airport.
The sign should include the following:
* Provide the ability to easily determine the designation or name of any taxiway on which the
aircraft is located.
* Readily identify routes toward a desired destination.
* Indicate mandatory holding positions.
* Identify boundaries for approach areas, ILS critical areas, and runway safety areas/obstacle
free zones (OFZ).
There are six (6) types of signs installed on airfields: mandatory instruction signs, location signs,
direction signs, destination signs, information signs and runway distance remaining signs. This
section is a review of AC 150/5340-18C (Standards For Airport Sign Systems). This Advisory
Circular contains the FAA standards for the location and installation of signs on airport runways
and taxiways.
MANDATORY INSTRUCTION SIGNS
Mandatory instruction signs have a red background with a white inscription.
They are used are used to denote:
1. An entrance to a runway or critical area and;
2. Areas where an aircraft is prohibited from entering.
RUNWAY HOLDING POSITION SIGNS
This sign is located at the holding position on taxiways that intersect a runway, or on runways that
intersect other runways. The inscription on the sign contains the designation of the intersecting
runway. The runway numbers on the sign are arranged to correspond to the respective runway
threshold. For example, the sign below "15-33" indicates that the threshold for Runway 15 is
to the left and the threshold for Runway 33 is to the right.

RUNWAY APPROACH AREA HOLDING POSITION SIGN
At some airports, it is necessary to hold an aircraft on a taxiway short of the approach or departure area of a runway so that the aircraft does not interfere with the operations on that runway. In these situations, a sign with the designation of the approach end of the runway followed by a dash and letters "APCH" should be located on the taxiway pavement at the runway approach area.

ILS CRITICAL AREA/PRECISION OBSTACLE FREE ZONE HOLDING POSITION SIGN
When an Instrument Landing System is being used, it is sometimes necessary to hold an aircraft
or vehicle on a taxiway at a location other than the normal holding position location for the runway.
In these situations the holding position sign for these operations will have the inscription "ILS"
and be located adjacent to the holding position marking on the taxiway.

NO ENTRY SIGN
This sign is located in areas where one-way aircraft traffic exist, or where an aircraft may mistake a roadway or other non-movement area as a taxiway.

LOCATION SIGNS
Location signs are used to identify either a taxiway or runway on which the aircraft is located.
Other location signs provide a visual cue to pilots to assist them in determining when they have
exited an area.
TAXIWAY LOCATION SIGN
This sign has a black background with a yellow inscription and yellow border. The
inscription is the designation of the taxiway on which the aircraft is located. These
signs are installed along taxiways, either by themselves or in conjunction with
direction signs.

RUNWAY LOCATION SIGNS
This sign has a black background with a yellow inscription and yellow border.
The inscription is the designation of the runway on which the aircraft is located.
These signs are intended to complement the information available to pilots
through their magnetic compass. Typically, they are installed where the
proximity of two or more runways to one another could cause pilots to be confused as to which
runway they are on.

RUNWAY BOUNDARY SIGN
This sign has a yellow background with a black inscription with a graphic
depicting the pavement holding position marking. This sign faces the
runway and is visible to the pilot exiting the runway. This is intended to
provide pilots with a visual cue, which they can use as a guide in determining when they are "clear of the runway".

ILS CRITICAL AREA BOUNDARY SIGN
This sign has a yellow background with a black inscription with a graphic
depicting the ILS pavement holding position marking. This sign is located
adjacent to the ILS holding position marking on the pavement and can be
seen by pilots leaving the critical area. This sign is another visual cue for
determining when pilots are "clear of the ILS critical area".

RUNWAY DISTANCE REMAINING SIGN
These signs have a black background with a white numerical inscription and may be
installed along one or both side(s) of the runway. The number indicates the distance
(in thousands of feet) of landing surface remaining. The last sign will be located at
least 950 feet from the runway end.

DIRECTIONAL SIGNS
Directional signs have a yellow background with a black inscription. The inscription identifies the
designation of the intersecting taxiway(s) leading out of an intersection that a pilot would normally be expected to turn onto or hold short of. An arrow indicating the direction of the turn
accompanies each designation.

DESTINATION SIGNS
Destination signs also have a yellow background with a black inscription indicating a destination
on the airport. These signs always have an arrow showing the direction of the taxiing route to that
destination. These signs should be located prior to the intersection if a turn is involved.
Destination signs contain information for: runways, taxiways, aprons, terminals, military areas,
cargo areas, general aviation, etc.

Taxiway Markings Familiarization

2008-03-17T13:50:00.002-05:00

GENERAL
All taxiway markings are colored yellow, have centerline markings, and runway holding position
markings whenever they intersect a runway. Taxiway edge markings are present whenever thereis a need to separate the taxiway from a pavement that is not intended for aircraft use or todelineate the edge of the taxiway. Taxiways may also have shoulder markings and holding
position markings for Instrument Landing System critical areas, and taxiway/ taxiway intersectionmarkings.

TAXIWAY CENTERLINE MARKING
The taxiway centerline is a single continuous yellow line that provides a visual cue to permit
taxiing along a designated path.

TAXIWAY EDGE MARKINGS
Taxiway edge markings are used to define the edge of the taxiway. They are primarily used when the taxiway edge does not correspond with the edge of the pavement. The markings are six inches wide, and set six inches apart from each other.

a. Continuous Markings These consist of a continuous double yellow line
that are used to define the taxiway edge from the shoulder or some other
abutting paved surface not intended for use by aircraft.

b. Dashed Markings These markings are used when there is an operational
need to define the edge of a taxiway or taxilane on a paved surface where
the adjoining pavement to the taxiway edge is intended for use by aircraft,
e.g., a hold pad or an apron. Each double dash marking is placed every
fifteen feet measures six inches wide by fifteen feet long, with a separation of six inches between
the double dashes.

TAXIWAY SHOULDER MARKINGS
Taxiways, holding pads, and aprons are sometimes provided with paved shoulders to prevent jet
blast and water erosion. Although shoulders may have the appearance of full strength pavement,
they are not intended for use by aircraft. Usually taxiway edge markings will define the area not
intended for use by aircraft. Where conditions exist such as islands or taxiway curves that may
cause confusion as to which side of the edge stripe is or use by aircraft, taxiway shoulder markings may be used to indicate that the pavement is unusable Taxiway shoulder markings are yellow.

SURFACE PAINTED TAXIWAY DIRECTION SIGNS
Surface painted taxiway direction signs have a yellow background with a black inscription, and are provided when it is not possible to provide taxiway direction signs at intersections, or when it is necessary to supplement such signs. These markings are located adjacent to the centerline with signs indicating turns to the left being on the left side of the taxiway centerline and signs indicating turns to the right being on the right side of the centerline.

SURFACE PAINTED LOCATION SIGNS
Surface painted location signs have a black background with a yellow inscription. When necessary, these markings are used to supplement location signs located along the side of the taxiway and assist the pilot in confirming the designation of the taxiway where the aircraft is located. These markings are located on the right side of the centerline.

RUNWAY HOLDING POSITION MARKING
For runways these markings indicate where an aircraft is supposed to stop. They consist of four
yellow lines (two solid and two dashed), spaced six inches apart and extending across the width
of the taxiway or runway. The solid lines are always on the side where the aircraft is to hold. There are three (3) locations where runway holding position markings are encountered.
1. Runway holding position markings on taxiways that intersect runways.
2. Runway holding position markings on runways that intersect other runways when used for
Simultaneous Operations on Intersecting Runways (SOIR) or Land and Hold Short
Operations (LAHSO).
3. Taxiways located in runway approach areas.

SURFACE PAINTED HOLDING POSITION MARKINGS
Surface painted holding position marking supplement the signs located
at the holding position markings. This could be used where the width of
the holding position on the taxiway is greater than 200ft.

ILS CRITICAL AREA/Precision Obstacle Free Zone HOLDING POSITION PAVEMENT
MARKINGS
An area on a taxiway where during instrument conditions, an aircraft may interfere with the signals for the Instrument Landing System (ILS). Vehicles and Aircraft are
required, during instrument conditions, to remain behind the ILS Critical Area/Precision Obstacle Free Zone.

Runway Markings Familiarization

2008-03-17T13:37:00.004-05:00

MARKING COLOR
All runway markings are white except for runway intersection hold short markings, taxiway lead in lines that extend onto the runway, taxiway centerlines that lead off the runway, and runway
shoulder markings (chevrons); if present.

RUNWAY DESIGNATOR
Runway numbers and letters are determined from the approach direction. The runway numbers
nearest one-tenth the magnetic azimuth of the centerline of the runway, measured clockwise from magnetic north.

RUNWAY CENTERLINE MARKING
The runway centerline identifies the center of the runway and provides alignment guidance during takeoff and landings. The centerline consists of a line of uniformly spaced stripes and gaps.

RUNWAY AIMING POINT MARKING
The aiming point marking serves as a visual aiming point for a landing aircraft. These two
rectangular markings consist of a broad white stripe located on each side of the runway centerline and approximately 1,000 feet from the landing threshold.

RUNWAY TOUCHDOWN ZONE MARKERS
The Touchdown Zone markings identify the TDZ for landing operations. TDZ markings are coded to provide distance information in 500 feet increments. These markings consist of groups of one, two, and three rectangular bars symmetrically arranged in pairs about the runway centerline.

RUNWAY SIDE STRIPE MARKING
Runway side stripes delineate the edges of the runway. They provide a visual contrast between
runway and abutting terrain or shoulders. Side stripes consist of continuous white stripes located
on each side of the runway.

RUNWAY SHOULDER MARKINGS
Runway shoulder stripes may be used to supplement runway side stripes in identifying pavement areas contiguous to the runway sides that are not intended for use by aircraft. Runway shoulder markings are yellow.

RUNWAY THRESHOLD MARKINGS
Runway threshold markings come in two configurations. They either consist of eight longitudinal
stripes of uniform dimensions disposed symmetrically about the runway centerline, or the number of stripes related to the runway width.

CHEVRONS
These markings are used to show pavement areas aligned with the runway that is unusable for
landing, takeoff, and taxiing. Chevrons are yellow.

Safety Management System

2008-03-13T16:09:00.009-05:00

IF we see these guys its too late to do anything about SMS!

As we all know the FAA is considering requiring us as airport operators to implement a safety management system (SMS). This is spelled out in advisory circular 150/5200-37. They give the definition of a SMS as the “The application of a systematic, proactive, and well-defined safety program (as is inherent in a SMS) allows an organization producing a product or service to strike a realistic and efficient balance between safety and production” (AC 150/5200-37). Now what that means without all the lawyer talk is a basic change in how we approach each day. It starts with a top down approach and do we as airport operators encourage our subordinates to follow a safety culture? Do we provide our workers the resources to enhance the safety of the environment that each of us knows and loves? Do we review small non incidents with a critical but non judgmental eye? Do we reward initiative to help develop a safety conscious work environment? It’s not enough to just say we require our subordinates to start thinking about safety. You have to begin with the training and development of the basic skills and questions that the SMS brings to the table.

SMS is broken down into four elements. They are

• Safety Policy and Objectives
• Safety Risk Management
• Safety Assurance
• Safety Promotion.

Now how we each approach these four portions of the SMS is where the discussion begins?

An organization is always based on its policy and objectives, so it is only natural that the first portion of a SMS is the Safety Policy and Objectives. When developing a safety policy you need to remember that this is the base line you as an operator use to develop your SMS. The policy should include the commitment of top level managers to promote and develop the SMS. It should also include the idea that safety is an on going process that should be implemented in every task that a person takes on. Another important step is to make sure that your employees understand with this statement that they will not face retribution for reporting safety issues. If an employee does not feel comfortable coming to you then how are we ever going to be able to get a SMS off the ground. The last two steps contain a commitment of resources and desire to put safety as a priority. I know that many airports are strapped for cash as it is but it’s important to realize that a SMS will never get off the drawing board if the money isn’t there.

Safety Risk Management is the heart of the SMS system. Basically it is the systematic approach to identifying safety risks and ways to mitigate these risks. At larger airports this is accomplished by having a safety risk manager whose full time job is to review each procedure for possible safety concerns. Now at smaller airports a senior employee may take on this role with the help of a safety management team. Each person would take time to do unscheduled safety audits of random processes of airport operations. Now besides the audits a SMS should have a way of reporting safety concerns without punitive action. This sometimes is the hardest thing for a manager to accomplish. When someone reports something the natural human reaction is to punish that person for causing this safety issue. This is not a good management practice; we all remember being the person on the wrong end of a mistake being yelled at doesn’t effectively attack the problem of mitigating a safety concern.

The last portion of a SMS is Safety promotion. This comes back to proper training, reward for mitigating safety concerns, and the development of the safety culture. It is basically the process in which you develop the basic skills that help mitigating safety concerns and maintaining a safe environment.

The FAA will eventually require us all to have a SMS in place as part of our 139 certificate. It will take an effort on our parts to make this system work. You have to start at the beginning and build up just like everything.

drew@139airportsafety.com

Part 139.321 Quarterly Fueling Vehicle Inspection

2008-03-06T10:43:00.004-05:00

Each certificate holder must inspect the physical facilities of each airport tenant fueling agent at least once every 3 consecutive months for compliance with paragraph (b) of this section and maintain a record of that inspection for at least 12 consecutive calendar months.

Are you the Inspector or the Inspected? Which ever it maybe your safety and the safety of those utilizing your airfield is the goal. The Inspection of your vehicles and fueling facilities much be thorough. Any discrepancy must be dealt with Immediately. The regulation states the fueling vehicles must be Inspected at least once every 3 consecutive months, does that mean you can't Inspected the vehicles every month? No It doesn't. You can Inspect them as much as you see necessary.

Some descrepencies you may find: Interlock Brakes Inoperative, Emergency Shutoffs Inoperative, Placards Faded, Vehicle Leaking Fuel. That names only a few of the discrepancies you may find. The Quarterly Fueling Vehicle Inspection Download is a geat tool to assist you with your Inspections. Download it here at 139 Airport Operations Safety Blog.
Quarterly Fueling Vehicle Inspection

Don't Just Go Through The Motions!!

Airport Mishaps, It Can Happen To You!

2008-03-01T06:53:00.004-05:00

I can not believe that just happened! Something none of use ever want to say. At any job, any location, at anytime something can go wrong. When it happens at an airport, to an aircraft, it can be costly. Any damage to an aircraft will most likely ground the plane until an inspection is performed by a mechanic, at the least. Here is a download to show some Airport Mishaps we hope to avoid.

Anti-Misfueling Hardware

2008-02-26T11:16:00.001-05:00

It is Memorial Day weekend, the threshold to the busy summer season. The weather is getting better, the ramp activity is picking up. We are into the second week of training for our seasonal staff. One of the senior ramp agents come to me and says "I just put 26 gallons of jet fuel into a commander". This aircraft just happens to run on 100LL. This was my first time dealing with this type of situation. The captain of the aircraft happened to be sitting in the plane, stepped out and said "Your not putting Jet-A in there are you". Well the answer was YES. The captain was also the mechanic and knew the procedure to get the aircraft clean of the Jet fuel and up and running with out any major problems. The engines were not cycled so the fuel was not Introduced to the engine. The aircraft was out of service for about 4 hours and lost no flight time. The Captain/Mechanic lost his free time getting the aircraft back in service, he did bill the FBO for his time.

How did this happen? What were the contributing factors?

This is a very Interesting story and shows how a good day can turn bad quickly.

The fuel order was made by the captain, the product type was never stated. The order was printed for Jet-A and signed by the Captain.

The order was then passed on to a seasonal line Service Technician. The Jet-A refueler was positioned in front of the aircraft. The seasonal agent followed all the procedures correctly and was ready to begin the fueling when suddenly he realized the nozzle would not fit into the fueling port. The fueling effort was stopped and the situation was brought to the full-time ramp agents attention. You must be thinking "This doesn't sound so bad, they are doing what they should" right??? WRONG!!

The full-time agent told the seasonal agent to "GET A FUNNEL". While waiting for the funnel a leatherman was pushed into the tank and the fueling began. Yes, 26 gallons of Jet fuel.

In 1991 Advisor Circular 20-122A was published, "ANTI-MISFUELING DEVICES"
(The National Air Transportation Association (NATA) and GAMA are cooperating in an additional effort which will significantly mitigate the chances of misfueling. Fuel tank filler openings in reciprocating engine-powered aircraft may be equipped with pilot-installed adapter rings reducing the opening size from 3" to 2.3" in diameter. Jet or turbine engine fuel nozzle assemblies will be equipped with spouts with a minimum diameter of 2.6", thereby reducing the probability of introducing jet or turbine engine fuel nozzles into the filler openings of aircraft requiring gasoline.)

Contributing Factors to this event:

(1)Fuel Order not Reviewed by Captain

(2) Busy Ramp

(3) First Report of Refueler Nozzle not Fitting Into Tank Should Have Tipped Off the Experienced Agent that Something Was Wrong.

(4) Aircraft Wing Had a Product Type Label, Refueler Put His Hand on it to Balance Himself on the Ladder.

This type of event could happen to anyone. There has been alot of time and effort put in to avoid these situations. Review your fuel orders, be familiar with the aircraft that utilize your FBO. If there is any doubt about the services required, ask your supervisor.

Be Safe, Don't Just Go Through The Motions!!

Suface Movement Guidance and Control System

2008-02-20T11:03:00.006-05:00

The only way to keep up with the latest about SMGCS is to constantly stay on the lookout for new information. If you read everything you find about SMGCS, it won't take long for you to become an expert on the topic.

In order to enhance taxiing capabilities in low visibility conditions and reduce the potential for runway incursions, improvements have been made in signage, lighting, and markings. In addition to these improvements, Advisory Circular (AC) 120-57, Surface Movement Guidance and Control System, more commonly known as SMGCS (acronym pronounced 'SMIGS'), requires a low visibility taxi plan for any airport which has takeoff or landing operations with less than 1,200 feet runway visual range (RVR) visibility conditions. This plan affects both air crew and vehicle operators. Taxi routes to and from the SMGCS runway must be designated and displayed on a SMGCS Low Visibility Taxi Route chart.

You may not consider everything you just read to be crucial information about SMGCS. But don't be surprised if you find yourself recalling and using this very information in the next few days.

You can Download SMGCS Training Material Here.

There's a lot to understand about SMGCS. We were able to provide you with some of the facts in this post.

Thank You All

2008-02-19T13:55:00.007-05:00

We would like to thank those of you that have given donations and sent in your stories to post. We will always do our best to keep your area and or airfield anonymous. We don't want to attract negative attention to you or your place of employement. Please continue to send your stories and experiences to be posted here at Part 139 Airport Operations Safety.

The training material that was requested was sent out this morning. Give it a few days to get through snail mail. We will continue to post training material downloads. Considering we have limited file storage space, we don't mind sending a CD/DVD with training material.

If you have a story you would like see posted or need training material please contact us at info@139airportsafety.com. Once agian we thank you all for your support!!

Part 139.321-Handling and storing of hazardous substances and materials.

2008-02-18T19:52:00.007-05:00

When Part 139 changed in 2004 one of the changes pertained to Part 139.321.

(At least one supervisor with each fueling agent must have completed an aviation fuel training course in fire safety that is authorized by the Administrator. Such an individual must be trained prior to initial performance of duties, or enrolled in an authorized aviation fuel training course that will be completed within 90 days of initiating duties, and receive recurrent instruction at least every 24 consecutive calendar months).

This was a one time Certification until the change. This change puts more presure on any system to have a valid certificate every 24 calendar months. Once you have the certificate you qualify as a Train-the-Trainer. To help you with this duty, here is Part 139.321 Fire safety (pdf) for you to download.

If you are in need of training material contact us at info@139airportsafety.com

Aibus A380 Crash Chart

2008-02-18T12:07:00.004-05:00

The Airbus A380 "superjumbo" is the largest civil aircraft ever built. Designed to carry 555 passengers in a three-class arrangement, it has one-third more seating capacity than a Boeing 747. A planned stretched version would carry 656 passengers, and an all-economy-class configuration would be able to carry more than 800 passengers.

This aircraft having an emergency can be a nightmare for everyone. Do you remember Sioux City, Iowa, the DC10 that lost all hydraulic systems and landed there. I saw this video years ago. We talk about that story in out training classes. Any aircraft at anytime could have the same situation on or near your airfield. Imagine if the A380 had to use your airfield for an emergency landing?? Here is a A380 Crash Chart for you to review and get familiar with the aircraft.

Basic ARRF PDF Download

2008-02-17T18:11:00.005-05:00

As we gain more and more experience our basic arff skills may take a back seat. I have found that having new employees can get your mind back to the basics. We have no choice but to teach them the basics, positioning your vehicle(s) upwind. Contacting ATCT before entering the movement area. Color codes of the airfield lighing systems. I would rather have the most experienced crew responding, but thats not a practical thought. There are always going to be new hires that need the basic training.

Here is a Basic ARFF pdf for you to download.

ARFF Emergency Vehicle Proficiency

2008-02-17T08:12:00.005-05:00

Are you proficient with the use of you Emergency ARFF vehicle(s)? It is bitter sweet that we do not have to actually use our emergency vehicles every day. Air traffic is one of the safest ways to travel in the world. So how do we stay proficient with the tools on our trucks, jaws of life, roof and bumper turrets, K-12, to name a few. Our training programs have to be developed so that we are competent in the use of our tools.

Lets talk about roof and bumper turrets. On our primary truck, Oshkosh 1500 (2002), out roof turret is operated on electric and the bumper turret is pneumatic. They have a completely diff rent reaction during operation. I was under the impression that the bumper turret was not functioning properly until I was educated on the systems. Come to find out it was me that was not training on the system to operate it properly! The bumper turret will give you a nice ground sweep, 300gpm, this will allow you to conserve some agent but not my choice to use, simply because I was not comfortable using it. The roof turret will disperse 375/750gpm sometime that much agent is not necessary, at times the roof turret is like bringing a gun to a knife fight.If your not comfortable with the systems and tools on your vehicle(s) please take the time to practice. Ask you Captain/Supervisor for help. Whatever it takes for you to perform your duties safely, and independently, take those steps today.

Here are a few drills we have performed to stay proficient with the turrets.

(1)Place road cones on the ramp with baseballs/softballs on the top. Have your ARFF vehicle approach this simulated seen, shoot water in the three minute time frame, knocking the ball off the cones with out the cones falling over. Have a contest, see who can knock only the balls off. Step it up a little, see who can do it the fastest.

(139.319(h)(2)(i)Within 3 minutes from the time of the alarm, at least one required aircraft rescue and firefighting vehicle must reach the midpoint of the farthest runway serving air carrier aircraft from its assigned post or reach any other specified point of comparable distance on the movement area that is available to air carriers, and begin application of extinguishing agent.

(2) Turret Hockey.

fill two 5 gallon buckets with water and put the lid on them. Place the buckets in front of

your ARFF vehicle(s). Setup a goal about 300ft in front of the vehicles. Using your turret of choice, push the buckets down the ramp and into the goal.

There are many training activities you can perform locally. A little Imagination goes along way.

Here is a list of the Annual 139 ARFF Training Topic:

(i) Airport familiarization, including airport signs, marking, and lighting.

(ii) Aircraft familiarization.

(iii) Rescue and firefighting personnel safety.

(iv) Emergency communications systems on the airport, including fire alarms.

(v) Use of the fire hoses, nozzles, turrets, and other appliances required for compliance with this part.

(vi) Application of the types of extinguishing agents required for compliance with this part.

(vii) Emergency aircraft evacuation assistance.

(viii) Firefighting operations.

(ix) Adapting and using structural rescue and firefighting equipment for aircraft rescue and firefighting.

(x) Aircraft cargo hazards, including hazardous materials/dangerous goods incidents.

(xi) Familiarization with firefighters' duties under the airport emergency plan.

All rescue and firefighting personnel must participate in at least one live-fire drill prior to initial performance of rescue and firefighting duties and every 12 consecutive calendar months thereafter.

How many of these topics could you cover at your station on your airfield?

I am all for Advanced training, and specialist conducting classes, but in the meantime lets stay proficient with our duties.

Don't Just Go Through The Motions!

Part 139 Fifty Question Airport Operations Area Quiz

2008-02-12T17:53:00.001-05:00

Over the past few years I have noticed our FAA Inspectors putting more emphasis on proficiency and classroom testing. I came across a 50 Question AOA Quiz a few years ago and began administering it. Last year It was requested from our Inspector that we customize it to be more specific to our airfield.
Here is a link to Download the 50 Question AOA Quiz in its generic form.
Enjoy

Understanding Airfield Markings and Signs

2008-02-10T20:24:00.000-05:00

A major part of safety on an airfield is to have markings and signs that are visable and accurate.

On the other hand if we do not understand what the markings and signs mean then visible and accurate are Irrelevant. To assist with this Issue we have a nice PDF file for you to download.

Understanding Airfield Markings & Signs (PDF)

Part 139 Knowledge & Proficiency (Quick Quiz #2)

2008-02-04T20:43:00.000-05:00

It is Inportant to have a basic knowledge of Part 139. If your FAA Inspector is asking questions about ARFF Requirements pertaining to Part 139 will you be able to answer? If your primary vehicle is Inoperative for any length of time do you need to report it to the FAA or the Airlines on your field? Having the knowledge and being proficient with Part 139 is very Important to any ARFF station or Airport Operations Department.

1. What are the minimum requirement for the amount of foam that has to be carried on your ARFF vehicle?

2. Do you know the section of Part 139 that has this Information?

Answers are in the comments area

Airfield Lighting Quick Quiz (1)

2008-01-29T18:38:00.000-05:00

Test Your Knowledge:

1. In the movement area, red lights are Installed where?

Answer is in the comments area.

Common Trafic Advisory Frequency, Use It!

2008-01-29T16:18:00.000-05:00

I would like to share a story with you I was told a few years ago. It is a true story and not exaggerated at all.

I will leave names out of it to protect the guilty (lol)

It was 10pm, ATCT is closed. Snow falling moderately, the shift ending in one hour. There was not enough snow on the ground to activate the snow removal plan, but the situation was being monitored closely. It was decided that one more condition report would be conducted before the shift ended. The airport vehicle proceeded to the movement/non movement marking, the driver thinking no one is around, its a snow storm, who would be flying in this mess. Proceeding onto the taxiway with out announcing over the CTAF the position on the airfield. As the vehicle approached the hold position sign something told the driver to announce his position before entering the runway. As the announcement was made "Attention all Airport Traffic, Airport Vehicle on Taxiway Bravo Proceeding on to Runway 24 for a Condition Report", the reply was "B1900 1/2 Mile Final for Runway 24". After taking a big breath and quickly thinking OH MY GOD, the airport vehicle replied "I will Hold Short of Runway 24". This could have been a disaster. There are other factors that played in this story, but that's not what this is post is about. Its about using your CTAF (common traffic advisory frequency). When the ATCT is not In operations we need to communicate with aircraft and vehicles utilizing our airfield. Do you know the CTAF on your airfield? Please be safe, take your time, follow the rules.

Don't Just Go Through The Motions!

Winter Operations

2008-01-28T07:46:00.000-05:00

Its that time again. As some of you may already be deicing and plowing snow, the real winter season is just starting for others. The first real test for the snow plows and deicers. Safety during these times is paramount. Our snow removal plan is activated with two Inches of dry snow or 3/8 Inch of wet snow, generally Issuing a NOTAM closing the airport until deemed safe by the Airfield Supervisor. As our maintenance crew plows the runways and taxiways we are helping keep the walkways and other facilities safe for the public. Once the maintenance crew gets a good handle on the situation the operations crew will enter the movement area and begin to clean taxiway and runway signs, Part 139.311 states all signs must be visible! It is very Important to have communications with the snow plows and the ATCT if open. We do not need a snow plow hitting a vehicle or person because he did not know the vehicle was there. NOTAMs should be Issued and updated as the situation deems necessary. ATC would appreciate updated condition reports (braking action, accumulation and snow banks)for the ATIS. We have had request for condition reports to be done every hour. We do not have a twenty four hour control tower, so NOTAMs is the best way to get the Information to the Air Traffic. If there is unsafe conditions on your airfield they need to be reported (NOTAM).

Communication is the best route to safety. Talk to the pilots and ATC on your airfield. If they have specific request do your best to work with them. The main goal is SAFETY.

Don't Just Go Through The Motions!

NATA Safety 1ST eToolkit, Issue 32

2007-04-19T05:30:00.000-05:00

NATA Safety 1st eToolkit, Issue #32 is availalbe for download.

Part 139 Aircraft Familiarization, Is It Enough?

2007-04-09T09:39:00.000-05:00

Part 139 ARFF training requires Aircraft Familiarization training to be conducted annually, but only on Part 139 aircraft. I work at an Index A airport (soon to be Index B) with Index C capabilities, Category 1. We familiarize with Saab 340, Dash 8, CRJ, B-1900, ERJ 135/145, and a few others.
We are the second busiest airport in the state, with many private, charter, and business aircraft servicing our airport. Everything from C-172 to BBJs, but we are not required to be familiar with these aircraft as far as Part 139 ARFF program goes.

Will you be prepared if a business jet goes down on or near your airport. Can you answer the questions from your mutual aid units. How many souls could possibly be on the aircraft? Where to cut into the aircraft, to name a few.

It is impossible to memorize all the aircraft that use your airfield, but I'm sure there are a few that are there often. Take the time to learn about the aircraft. Ask the flight crew to walk you around and ask them questions. If you have a aircraft maintenance facility on the field, ask a mechanic a few questions. There are books and software to help with is issue as well.

Aircraft manufactures are helpful, call them or send an email for information.

Here is a link to AAAE Aircraft Familiarization Area

Take your time to learn about the aircraft using your airfield. During the emergency is no the time to start searching for information.

Part 139 Safety Self-Inspection Program, Don't Just Go Through The Motions (Part 3, The Lighting Inspection

2007-04-08T07:45:00.000-05:00

Airport Operations Safety continuing with the Part 139 Safety Self-Inspection Program series. We have covered the basics, setting up your program, pavement and safety areas.

In this post we will discuss Part 139.311(c) Lighting.

Each certificate holder must provide and maintain lighting systems for air carrier operations when the airport is open at night, during conditions below visual flight rules (VFR) minimums, or in Alaska, during periods in which a prominent unlighted object cannot be seen from a distance of 3 statute miles or the sun is more than six degrees below the horizon. These lighting systems must be authorized by the Administrator and consist of at least the following:
(1) Runway lighting that meets the specifications for takeoff and landing minimums, as authorized by the Administrator, for each runway.
(2) One of the following taxiway lighting systems:
(i) Centerline lights.
(ii) Centerline reflectors.
(iii) Edge lights.
(iv) Edge reflectors.
(3) An airport beacon.
(4) Approach lighting that meets the specifications for takeoff and landing minimums, as authorized by the Administrator, for each runway, unless provided and/or maintained by an entity other than the certificate holder.
(5) Obstruction marking and lighting, as appropriate, on each object within its authority that has been determined by the FAA to be an obstruction.
(d) Maintenance. Each certificate holder must properly maintain each marking, sign, or lighting system installed and operated on the airport. As used in this section, to “properly maintain” includes cleaning, replacing, or repairing any faded, missing, or nonfunctional item; keeping each item unobscured and clearly visible; and ensuring that each item provides an accurate reference to the user.
(e) Lighting interference. Each certificate holder must ensure that all lighting on the airport, including that for aprons, vehicle parking areas, roadways, fuel storage areas, and buildings, is adequately adjusted or shielded to prevent interference with air traffic control and aircraft operations.

AS you begin your daily self-inspection, you will proceed from the ramp/apron into a blue light illuminated taxiway. The lights can be up to 200ft apart, at intersection they will be much closer. At the airport I work at, they average 100ft in separation. In your ACM it will state the % of taxiway light that have to be illuminated, usually 85 to 90%. If you can not maintain that %, a NOTAM will be issued closing the area to Part 139 air carrier aircraft. If the airport will allow it, non Part 139 aircraft can use the area at there own discretion.

Your runways will have white edge lights, until the last 2000ft of an instrument runway, they will be amber. The amber lights are used as a caution zone, letting pilots, ARFF and Operations vehicles know the end of the runway is near. If you have visual runways at your airport, the edge lights will remain white for the entire length of the runway.
The runway may also have centerline and touchdown zone lights. The centerline lights start 75ft from the landing threshold, and extend full length of the runway. The lights are spaced 50ft from each other. Lights are white until the last 3000ft of the runway when they will alternate red and white for 2000ft. The remaining 1000ft they are all red.
Touchdown zone lights consist of 2 rows of transverse light bars located symmetrically about the runway centerline. Each light bar consists of 3 unidirectional lights facing the landing threshold. The rows of light bars extend to a distance of 3,000 feet, or one-half the runway length for runways less than 6,000 feet, from the threshold with the first light bars located 100 feet from the threshold. In Tab 6 of your approved ACM, they will be a % of lights that have to be in service, Normally 90% for centerline and touchdown zone lights, and 85% for edge lights. If that % can not be maintained a NOTAM will be used putting both centerline and touchdown zone lighting systems out of service.

Other lights you may find on your airfield:
Runway End lights are red, very important for aircraft, ARFF, Operations to know the end of the runway is near. At night and low visibility can be a factor to understanding your location on the runway, these lights can help.
Obstruction lights are also red, and should be reported when found inoperative.
Runway Guard Lights are positioned on taxiways, at the hold position for entering a runway. You may find these lights being called Wig Wags or SMGCS lights,providing a distinctive warning to anyone approaching the runway holding position that they are about to enter an active runway. These lights must be in position on all SMGCS routs. Land and Hold Short Operation Lights (LAHSO) maybe on intersecting runways, or taxiways allowing dual operations at your airport. The system we have has six or seven in-pavement unidirectional pulsing white lights across the hold position marking.
Approach light systems for the runways on your field will be determined by the runway category, ask your supervisor for the specifics on your runways.
There are other lighting systems, each airport is unique. Familiarize your self with all the system on your airfield.

REF:
AC No.: 150/5340-30A
DESIGN AND INSTALLATION DETAILS FOR AIRPORT VISUAL AIDS

The Inspection

Here are a few things to be looking for during your lighting inspection:

Correct color and configuration
No Confusing or deceptive condition
Properly Maintained
Installed Correctly
Properly Oriented
Operational At All Intensities
Clearly Visable
Clean
No Faded/Missing/Nonfunctional
Accurate

Treat the inspection as if your Supervisor, Manager, or FAA Inspector is in the vehicle with you. I have seen so many times complacency take over an inspection. Complacency on the airfield is one of the most dangerous things there can be. Please take the inspection serious for the safety of your airfield and those utilizing it.

Don't Just Go Through The Motions!!

Two-In Two-Out Rule Puts Hardship On Small ARFF Departments

2007-03-30T06:24:00.000-05:00

If you do not have two firefighters for entry, and two for a safety line, you do not enter an aircraft (or structure). I work at a Index A airport, working under Part 139 rules and regulations. Staffing is not mentioned in the 139, only extinguishing agent requirements. After normal working hours and weekends, we may have three ARFF responders, in the evening two, and overnight one. With this being said our operation can run into some hard decisions. Your own safety comes first, but your intuition as a firefighter is to help those in need.
You and your partner respond to a aircraft accident, people are in the aircraft that can't get themselves out. Mutual Aids are five minutes or more away, what do you do? Risk over Benefit...
Are you putting yourself in danger? Are you following policies and procedures? Are you going to be disciplined?
Are you going to sit there and watch people in need, while you wait for two or three other responders to arrive? Is putting the "wet stuff on the hot stuff"(water on fire) going to be sufficient. Is putting the "White stuff on the red stuff" (foam on fire) going to be enough for you to feel like to gave it your all.
I don't claim to have the answers to all these questions. As Firefighters you are up against a hard task. Aircraft burn very fast, within 90 seconds it could burn to ashes. Aviation fuels are very dangerous to handle. As the people are running away, we are running in.
As you make decisions based on this topic, think them through. Start today, when an aircraft emergency may arise it should not be the first time this topic was discussed.
We all have families that want us to come home the way we left. Review your Operating Guidelines, talk with the people on your shift, have a plan in place for when it happens.

Not If It Happens, When It Happens!!!

Part 139 Safety Self-Inspection Program, Don't Just Go Through The Motions (Part 2, The Inspection,Safety Areas)

2007-03-27T07:42:00.000-05:00

As we continue our Safety Self-Inspection Series, we will turn our focus to Part 139.309, Safety Areas. All runways and taxiways available for Part 139 Air Carrier Aircraft must have an established safety area. Tab five in your approved Airport Certification Manual will explain your inspection procedures, and state your safety area dimensions.

§ 139.309 Safety areas.
Each certificate holder must maintain its safety areas as follows:
(1) Each safety area must be cleared and graded and have no potentially hazardous ruts, humps, depressions, or other surface variations.
(2) Each safety area must be drained by grading or storm sewers to prevent water accumulation.
(3) Each safety area must be capable under dry conditions of supporting snow removal and aircraft rescue and firefighting equipment and of supporting the occasional passage of aircraft without causing major damage to the aircraft.
(4) No objects may be located in any safety area, except for objects that need to be located in a safety area because of their function. These objects must be constructed, to the extent practical, on frangibly mounted structures of the lowest practical height, with the frangible point no higher than 3 inches above grade.
(c) FAA Advisory Circulars contain methods and procedures for the configuration and maintenance of safety areas acceptable to the Administrator.
A/C 150/5300-13 Airport Designs
A/C 150/5320-5 Airport Drainage

As stated above, safety areas must remain clear of all objects other then those deemed necessary by the FAA. After construction activity in or near a safety area, an inspection of the area shall be performed. Construction work is allowed in a safety area, but no closer then 200ft off the centerline of the runway, if a NOTAM is issued.
Use caution when inspection your safety areas, after rain/snow is not the best time to drive in those areas. We do not want to cause any damage.

Safety Area Inspections are a key component in your Self Inspection Program, also for the safety on your airfield.

In our next post of the "Safety Inspection Program" we will discuss Part 139.311 Markings, Signs, and Lighting.

DON'T JUST GO THROUGH THE MOTIONS!

Interactive Airfield Driver Training Program

2007-03-26T15:57:00.000-05:00

Aviation Tutorials has an excellent interactive driver training cd-rom, available at www.avtutorials.com. This program will cost $29.oo, well worth the money.
Click on the photo for a screen shot.

Airbus A380 Perfect Landing bounces into LAX. March 19,2007

2007-03-23T08:17:00.000-05:00

Here is a link to see the NEW AIRBUS A380 landing in LAX.

Click here to view the Video.

The Airbus A380 is a double-deck, four-engined airliner manufactured by EADS (Airbus S.A.S.) It first flew on 27 April 2005 from Toulouse, France. Commercial flights are scheduled to begin in late 2007 after lengthy delays. During much of its development phase, the aircraft was known as the Airbus A3XX. The nickname Superjumbo has become associated with the A380.
The A380's upper deck extends along the entire length of the fuselage. This allows for a spacious cabin with 50% more floor space than the next largest airliner, the Boeing 747-400, and provides seating for 555 people in standard three-class configuration or up to 853 people in full economy class configuration.[1] Two models of the A380 are available for sale. The A380-800, the passenger model, is the largest passenger airliner in the world,[2] superseding the Boeing 747. The other model, the A380-800F, if built, will be one of the largest freight aircraft and will have a payload capacity exceeded only by the Antonov An-225.[3] The A380-800 has a maximum range of 15,000 kilometres (8,000 nm, sufficient to fly from Chicago to Sydney nonstop), and a cruising speed of Mach 0.85 (about 900 km/h or 560 mph at cruise altitude).[2]
Due to long delays in production of the A380, two customers cancelled their orders and several launch customers deferred delivery, or considered switching their order to the competing Boeing 747-8 and 777F aircraft, at significant cost to Airbus.[4][5]

Airport Traffic Patterns

2007-03-22T12:19:00.000-05:00

As you respond to a emergency call from the Air Traffic Control Tower, you are told that the aircraft in question is on a two mile left base for the active runway. Do you know how much time that gives you to get your emergency vehicles in place, contact your mutual aids, and have your crew prepared for this situation?

The point I am getting at is, you should know your traffic patterns for your runways. Time is not always on your side.
Not only you, but your mutual aids should be familiar with the airfield. Some structural departments are the ARFF crew for a particular airport, others respond to the airport at the request of the ARFF department on the field. Everyone accessing the airfield in an emergency situation should be familiar with the layout and topography.

Part 139 ARFF crews have annual mandatory training, including Airport Familiarization. Invite your structural departments, take the time to show them around the airfield.

Interesting Runway Hold Position Sign

2007-03-21T11:41:00.000-05:00

Every time I see this sign I wonder many things.
Who made the sign? Last I looked a compass went up to 360! Who installed the sign, I hope it was for training purposes? Is it included in your sign plan? How confusing could this really be. ATC tells you to Hold Short of 33-15, might you enter into an active runway?

I'm sure this situation was corrected right after the picture was taken. We need to pay close attention during our inspections. As we get accustomed to our airfield, seeing a Hold Position Sign at this location would be normal. If you don't look closely, or driving 75mph you may not pick-up on this discrepancy.

Please take you time doing the Field Inspection, you never know what you'll find!

Don't Just Go Through The Motions!

Part 139 Safety Self-Inspection Program, Don't Just Go Through The Motions (Part 2, The Inspection, Paved Areas)

2007-03-19T13:31:00.000-05:00

In part one of this series, we spoke about the basic components of your Safety Self-Inspection program. In part 2 we will discuss Part 139.305, Paved Areas. It is Important to know the Part 139 regulations, and the standards in your approved ACM. Finding the discrepencies is one thing, understanding them, and dealing with them properly is another. All of the rules and regulations are based on the safety of your airfield and those that use it.

When you are inspecting your airfield it consist of more then driving down the runway at a high rate of speed. Yes, sometimes Air Traffic Control (ATC) rush us, or are we allowing them to rush us. We have a job to do and that is to make sure the airfield is safe to be used regardless of the time it takes to complete the duties.

Part 139.305

The certificate holder (The Airport) must maintain, and promptly repair the pavement of, each runway, taxiway, loading ramp, and parking area on the airport that is available for air carrier use.
The pavement edges must not exceed 3 inches difference in elevation between abutting pavement sections and between pavement and abutting areas.
The pavement must have no hole exceeding 3 inches in depth nor any hole the slope of which from any point in the hole to the nearest point at the lip of the hole is 45 degrees or greater, as measured from the pavement surface plane, unless, in either case, the entire area of the hole can be covered by a 5-inch diameter circle.
The pavement must be free of cracks and surface variations that could impair directional control of air carrier aircraft, including any pavement cracks or surface deterioration that produces loose aggregate or other contaminants.
Mud, dirt, sand, loose aggregate, debris, foreign objects, rubber deposits, and other contaminants must be removed promptly and as completely as practicable.

Foreign Object Debris(FOD), needs to be removed immediately. The areas causing the FOD should be monitored and kept clear of FOD until the pavement can be repaired. Pavement breaking up is not the only cause of FOD. Trash, maintenance tools, aircraft and vehicle parts, also cause FOD, just to name a few. All these items can be and will be found on your airfield, and can cause damage to aircraft and injure people. Please pick them up when spotted.

The pavement must be sufficiently drained and free of depressions to prevent ponding that obscures markings or impairs safe aircraft operations.

Weeds need to be completely removed and the cracks need sealing to prevent week growth & deterioration of the pavement.

The "Paser" program that will help you evaluate your pavement conditions. As we know, pavement/concrete is essential for aircraft and vehicles to move about the airfield.
Here are the links to the Paser manuals.
Concrete Airfield Pavement Paser Manual
Asphalt Airfield Pavement Paser Manual

Inspecting the pavement is an essential part of your Daily Self-Inspection Program. Pay close attention to slowly deteriorating areas. No safety issue is to small to report.

In our next post of the "Safety Self-Inspection Program" we will discuss Part 139.307, Safety Areas.

Don't Just Go Through The Motions!

Part 139 Safety Self-Inspection Program, Don't Just Go Through The Motions (Part 1, The Basics)

2007-03-16T19:41:00.000-05:00

Part 139 Section 327 governs your Self-Inspection program. Your approved Airport Certification Manual (ACM), Tab 14 will state the procedures for complying with this section. Advisory Circular 150/5200-18(C) will assist you in developing and evaluating your program. A strong Self-Inspection program is essential for the safety of your airport and compliance with Part 139 Subpart D-Operations.

Each airport shall provide the proper equipment to conduct the inspections. A properly marked airport vehicle, two-way radio, checklist and a diagram of the airport. This may vary from airport to airport, but that should cover the basics. Your program should have procedures for
Rapidly disseminating information, The use of the Notices To Airmen System(NOTAMs) . Discrepancies discovered during your inspection may require you to issue a NOTAM. This will be covered more in the NOTAMs section of this Safety Self-Inspection-Series. As we talk more about safety and self-inspections, the training of the personnel conduction these inspection is very important. Your training program should consist of but not limited to: Duties in accordance with the ACM, Airport Familiarization, Movement and Safety Area Procedures, Communications. All training records should be kept on file for a minimum of 24 months. A reporting system must be established To ensure prompt correction to unsafe conditions. Some airports have computerized systems, others have hand written forms. Regardless of the system you use, be sure to disseminate the information in a prompt manner. Your inspections and workorders should we kept on file for at least 12 months।

There are four components of a successful Self-Inspection program: Regularly Scheduled, Continuous Surveillance, Periodic, and Special Inspections.

Regularly Scheduled Inspections are performed daily. According to your Approved ACM these Inspections could be performed two or three times a day.
Continuous Surveillance is an everyday part of your job. Regardless of the activity on your airfield. Construction projects, Fueling events, Wildlife activity, Monitoring ground vehicles, FOD checks. As airport employees, we are the eyes and ears for the safety and security on the airfield.
Periodic Inspections shall be performed weekly, monthly, quarterly, on fueling vehicles, fuel farms, ARFF vehicles, or any other area on the airport to assure compliance with Federal, State and or local regulations.
Special Inspections will be performed after a Accident/Incident, Wildlife strike, Construction, or before a SMGCS operations.
After a accident/incident, the aircraft or responding vehicles could have left FOD on the runway or taxiway, leaving a unsafe condition. Wildlife strikes also leave FOD, this can cause aircraft to loose direction. The carcase can also attract other wildlife for feeding. When your construction crew is finished for the day, inspect the site, make sure all vehicles, and tools are in the right area for the night. All trenches are filled in, and issue or cancel the proper NOTAMs. If applicable to your airport, SMGCS Operations require special attention. You are dealing with very low visibility (600-1200 RVR). Caution needs to be used at all times. Follow your SMGCS plan, make sure the airfield is to standards before allowing aircraft to move about the airfield.

These are the basics of your Safety Self-Inspection Program. If you have a program in place please review and update it annually. If you don't have a program in place, review Advisory Circular 150/5200-18C for a guideline.

This is the first post in out Safety Self-Inspection Program Series. In the next post we will talk about the specific topics within the Self-Inspections.

DON'T JUST GO THROUGH THE MOTIONS!

NATA Safety 1st eToolkit, Issue 31

2007-03-16T05:12:00.000-05:00

NATA Safety 1st eTookit Issue 31 is available for download.

Seasonal Ramp Agents Bring More Then A Helping Hand

2007-03-13T14:17:00.001-05:00

As the weather begins to improve, we start to think about the busy summer season. Preparations are needed including hiring seasonal staff. In the environment we work in, hiring isn't so easy. With security measures so high, it can take up to two weeks to get a new employee clearance to move about the AOA without an escort! Training the new employee(s) can take a week just to get them out on the ramp to begin On-The Job-Training. We would prefer to rehire experienced employees, but that's not always possible. College students classes start in early September maybe late August. College graduates are beginning their careers. Another option is a foreign student program. In the aviation profession, communications with each other and the captain of the aircraft are every day events. Continually we are communicating over radios. Being able to speak English is a requirement, learning and understanding aviation terms and jargon is essential. These conditions are a major safety concern. The last thing anyone wants is an injury due to lack of or miscommunication. Seasonal employees are not needed year round, so when do you get over the learning curve. If your are not able to rehire experienced help, it never ends.

Take the time to train your seasonal staff. Review your training program annually. Make small changes. Add in new material, take out areas that did not work. As a trainer, supervisor, or instructor, the responsibility lies in your hands. As a ramp agent, take advantage of the training you are given. Ask questions, the only stupid question is the one that is not asked. Your training program should consist of more than watching videos, taking a test and off you go to fuel a 40 million dollar jet. If I, as an instructor had you watch a video, just have a short discussion about it, then i send you out to perform the duty alone, what result should I expect.
Do not allow your staff to perform duties they are not completely comfortable with. If you as they supervisor are busy, send another experienced employee with the student. As they student, request help when your not sure how to complete the duty safely.

If your employees don't understand aviation lingo, or don't speak your language very well you have to be extremely careful। One false move can cause serious injury or death to you or others। NATA has an established Line Service Program, here is the link to there website.

New Airport Safety Self-Inspection DVD Available

2007-03-10T10:05:00.000-05:00

The FAA has recently published a new Airport Safety Self-Inspection DVD.
Your Certification Inspector will issue you a copy। If you need it before then you may contact me via email.
You can request a copy from the FAA through this link.

Airport Driver Training, How Far Do We Bend The Rules?

2007-03-08T15:22:00.001-05:00

Driver Training is an essential part of the safety on the airport grounds. There are mandatory initial and recurrent driver training programs at some airports. If you drive on the ramps/aprons, from terminal to terminal, or if you drive on the taxiways and runways (movement area) the training you have is very important on a day-to-day basis. What if you are part of the ARFF Department, do you still need driver training? Absolutely! Anyone driving on the AOA should have driver training regardless of their duties।

I'd like to share a story with you.

It's about 5pm, all the administration and maintenance personnel have gone home for the day. There are two ARFF responders on shift. They receive a call from the air traffic control tower (ATCT) to notify them that there is a aircraft inbound with an possible gear problem. Off they go to save the day, well maybe not but they are going to assist in the best possible way. The aircraft lands with no incident, but the pilot makes the decision that he can't taxi the aircraft to the gate and shuts it down on the taxiway. The ARFF vehicle positions on the nose as the aircraft is evacuated. They know have nine souls wondering about the aircraft on the taxiway. At this time there is no one manning the operations office, no one to drive a vehicle to the scene to assist these people that where on the plane. Just then they look up and here comes the FBO passenger bus pulling up to the aircraft. The bus is being driven by a FBO customer service employee that has not had driver training for five years.
The passengers were transported to the terminal with no problem, the aircraft towed to the gate also with no problem. So whats the point you ask? The point is the driver of the bus with expired driver training has entered the movement area. This employee had good intentions of helping the situation but consequently could have hindered it by causing a surface deviation, runway incursion or worse. What if it was another employee working in the FBO and not the one that has prior driving experience? Should the FBO personnel be given driver training? The point is this could have caused more problems then we already had. You have a skeletal ARFF crew trying to get the people to the terminal, tow the aircraft off the taxiway and get the airport up and running. The IC is hard-pressed to effectively, yet efficiently, complete the task at hand. Above all, the FAA, the state and the airport regulations regarding public protection and driver training must take precedence.

This is a very serious issue. An issue that could not be overlooked, and it wasn't. There was no discipline given over the action taken to the situation. It was determined that there would be no further driver training given to the FBO personnel। Sometimes we need to slowdown and think things through. An understanding to the limitations, not only of yourself but the people around you.

Regardless of your driving duties on the airport, safety for you and your co-workers has to be first. Your driver training program should be reviewed and updated annually. Do not compromise safety for efficiency.

Airport Safety & Cross Training, A Nice Mix!

2007-03-07T21:38:00.000-05:00

I work in a unique situation. I am a Operations Supervisor, Aircraft Rescue Firefighter, and a Ramp Agent. What a combination. Line service has so much to offer a firefighter.Fueling aircraft, I am near the airplanes every day. Understanding the types of fuels that are being used and there properties. Using ground service equipment, all help when it comes to aircraft emergencies. As for the Operations duties, conducting airfield inspections is best method for Airfield Familiarization. Emergency procedures and operation of the fuel farm are essential duties for the safety of the airport and everyone in and around it. In an emergency situation you need to know the airfield you are working on. When I first started my job I didn't have a good understanding of "Cross Training". Seven years later I have a full understanding and appreciation for how all the duties relate to each other. As you are performing one duty, you are being trained for another. Unique Situation!

There are many topics to discuss here at "Airport Operations Safety". Bookmark our site,check back for new post.