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Unit 10 Air Operation Areas Safety Management

199 Notes __________________ __________________ __________________ __________________ __________________ __________________

Objectives After reading this unit, you will be able to:

__________________ __________________ __________________

y

Understand various Groups of Airside

y

Know about FOD

y

Know about de-icing

y

Understand Guidelines for Air-traffic Controllers

y

Understand Basic Concept of SMS

Airport Operations are complex and diverse, with hazards and their severity varying by the type of operation. Accordingly the functional areas of air side can be divided under the following groups; l

Ramp operations

l

Hangars and maintenance shops

l

Runway incursions

l

Specialized services v

Aviation Fuel Handling

v

Aircraft Rescue and Fire fighting (ARFF)

v

De-icing (Mostly for European & US Airports)

Ramp operations The ramp area (Apron) is generally designed for the aircraft, and not for the vehicles that service and/or operate in the proximity of the aircraft. On the other hand, the ramp area sees a diverse collection of high placed activities that involve aircraft, vehicles and individuals working in close proximity to one another. This may include activities such as;

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l

Aircraft ground handling like taxiing, towing, chocking, parking, mooring etc.

l

Refuelling

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l

Aircraft servicing-catering, cleaning, food service

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l

Baggage and cargo handling

l

Ground Power supply

l

Routine checks and maintenance

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Individuals engaged in above activities are exposed to several of the occupational hazards like cuts from protruding aircraft parts, slips, trips, falls, strains from baggage handling, exposure to hazardous materials like aircraft fuel, hydraulic fluids, hot oil, high pressure air, electrical hazards, aircraft noise from engines etc. Accordingly suitable precautions are to be taken.

Air side Vehicle Operation A number of incidents take place involving collision of vehicle with aircraft or with another vehicle. At the busy airports separate vehicular lanes are drawn for movement of the vehicles. Similarly yellow lines are drawn and no vehicle is permitted to cross this line. While plying on the operational area and while close to an aircraft, all vehicles are required to move with slow speed. In addition to watching for moving aircraft, the vehicles are also required to be careful not to get too close to a parked aircraft, to prevent collision with the aircraft, and also to avoid the problem of jet blast or prop wash. There have been several cases where vehicles have been overturned by jet blast. When driving near navigational aids, the vehicles are to stay out of the protected areas around them to avoid interfering with their signals. At "controlled" airports whenever the Control tower is operating, the vehicles must get permission from the controller to be on the runway or taxiways, their associated

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safety areas, or any other part of the movement area by radio or with advanced coordination with ATC.

Night Driving or Bad Weather Driving

201 Notes __________________ __________________ __________________

Extra precautions have to be taken by vehicle drivers for driving at night or in bad weather. They should be driven with slow speed and with care.

__________________

Under winter conditions, signs and marking may be obscured due fog. Caution has to be taken as there may be extra risks present.

__________________

Foreign Object Damage (FOD) FOD or Foreign Object Damage is caused due to ingestion of loose objects by aircraft engines, or due to hitting of such material with the aircraft. Trash or rocks sucked into a jet engine can shred parts of the engine in seconds. A rock caught by a propeller can damage the propeller, as well as become a deadly projectile. It should be made sure that all trash is put in a covered container that won't be blown over. Also all loose trash, rocks, pebbles, nails, bolts, or pieces of metal near aircraft movement areas should be picked up and removed. Also anything that could cause FOD or puncture tires should be picked up and tracking mud and rocks onto the pavement surfaces should be avoided.

Aviation Fuel Handling Fuel handling is an important safety issue not only to fuel handlers but also to other airport personnel, passengers, and to the operations of the aircraft. Failure to adhere to safe operating procedures during refuelling of the aircraft, or transporting the fuel from one location to other, may result into major disasters. A few vulnerable areas concerning the fuel handling are health hazards to refuellers, Fuel contaminations, explosions and fires due fuel, hazards from spill etc. Thus strict precautions are to be taken by the concerned officials in order to avoid such incidents. As aircraft fuel is highly flammable, strict precautions are to be taken not to use ignition system

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(Like starting of vehicles) and not to use even RT (Radio Transmitter) as it may create fire. Electrical equipment should be earthed properly.

De-icing The problem of de-icing occurs mainly at US or European airports, and at places where temperature goes normally below freezing point. Presence of ice and snow on the control surfaces, airfoil and sensor surfaces can create serious problems for the aircraft operations, and hence the same has to be removed before the take off of the aircraft, by the spray of de-icing fluid. The fluid should be used with care failing which, it may cause damage to sensitive aircraft controls like angle of attack sensors, pitot & static sensors, engines etc. It is also hazardous for the health of personnel.

Runway Incursions A runway Incursion is defined as an occurrence at an aerodrome involving the incorrect or unauthorized presence of an aircraft, vehicle or person on the protected area of a surface, designated for the landing and take-off of aircraft. A large number of cases of runway incursions take place at many airports in some form or the other. There are many reasons for occurrence of runway Incursions. Main reasons can be divided into the following groups; l

Operational Error: This is due to failure of ATC system

l

Pilot Error: This is due to violation of flight procedure or incorrect procedure by the pilot.

l

Vehicle/ Pedestrian Mistake: Due to unauthorized or faulty entry or movement of any vehicle or person on the active runway.

l

Miscellaneous: Due to any reason not covered under any of the above mentioned groups (e.g. due equipment failure).

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Runway incursion prevention programme involves 4 groups of persons/services. 1.

Pilots of aircraft.

203 Notes __________________ __________________ __________________

2.

Drivers of vehicle /Pedestrians/Personal working at the airports.

__________________

3.

Aerodrome owner/operator.

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4.

Air Traffic Controllers.

Miscommunication between controller and pilot, improper use of ICAO phraseology, read back and hear back error, lack of knowledge of the operational area by airport staff engaged in different airport operations were found to be the contributory factors. In order to avoid Runway incursion causing safety hazard which may eventfully lead to serious incident/accident DGCA has issued guidelines in the form of Aeronautical Information Circular No. 06 of 2006, Dt 14th Oct 2006, to be observed by all concerned while operating at Indian Airports. Extracts from AIC 06/2006 are given below. Complete AIC is enclosed as Appendix.

Extracts from AIC 06/2006 I. Guidelines for Pilots: Detailed investigations of runway incursions have identified three major areas where pilots can help. l

Communications

l

Airport knowledge

l

Cockpit procedures for maintaining orientation.

1.

Communications: Effective pilot/controller communications are key to safe surface operations. Clear understanding of instructions should never be compromised, especially during busy times when the frequency is congested. a)

Listen before you transmit.

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b)

If able, monitor RT communication to have mental picture of Airport activity.

c)

Keep communications with the controller clear and concise.

d)

Ensure you understand all instructions. Never assume.

e)

Read back runway hold short instructions verbatim.

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2.

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Airport knowledge: Ground operations can be the most demanding and complex phase of the flight.

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3.

a)

Review airport diagrams before taxing or landing.

b)

Keep the airport diagrams including taxi routings readily available.

c)

Be alert to airport vehicle and pedestrian activity.

d)

Maintain situational awareness of proximity to Runway at all times.

e)

Comply with Holding Point markings/signage

Cockpit procedures: Pilots can use proven and effective procedures in the cockpit to help conduct safe operations on the ground and during take-off and landing. a)

Avoid unnecessary conversation, movements, takeoff, and landing.

during

b)

Constantly scan outside the cockpit, especially when on runways.

c)

If lost notify Air Traffic Control immediately.

d)

Make your aircraft visible by proper use of aircraft lights.

e)

If unfamiliar with the airport do not hesitate to request progressive taxi instructions.

f)

Insure proper radio telephony operation and check audio panel, volume control and squelch settings.

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Stay alert especially when visibility is low: Extra vigilance is required when visibility decreases and the ability for pilots and controllers to maintain desired level of situational awareness becomes significantly more difficult.

205 Notes __________________ __________________ __________________ __________________

Report confusing or deteriorating surface markings and signs: Report confusing or deteriorating surface markings and signs and inaccurate airport diagrams to the tower or airport manager.

__________________

II. Guidelines applicable to Airport owners/ Operators and Airside vehicle Drivers:

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5.

1.

The term ground aids commonly refers to Aerodrome Signs, Markings, Lightings and any other appearance or object that is utilized to help guide the users of the Airport.

2.

It is important to emphasize that effective and consistent training in the use of aerodrome ground aids is crucial in reducing the runway incursion problem. It is therefore important that all personnel having access to aerodrome operational areas and aerodrome ground aids undergo training in correct interpretation of information provided by signs markings and lightings. The training programme should be well coordinated and should make ample use of SARPS and guidance material as outlined in Annex 14 and associated technical manuals. A runway includes a runway strip, it is not just the pavement surface, but includes grass/gravel areas. Edge of the strip is marked, which needs to be always followed.

3.

One of the primary causes of runway incursion is the lack of familiarization with the aerodrome lay out, it is important for the ground vehicle drivers to have on sight training experience in getting to know the aerodrome signs, markings and lighting. Maintain situational awareness of proximity to Runway at all times

4.

All operations by vehicles on the runways or taxiways require individual authorization from control tower,

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5.

Pilots of aircraft and vehicles operating on or near the runway are expected to keep watch for light or other signals that might be issued from control tower according to local procedures. Radio equipped aircraft and vehicles should maintain continuous listening watch on Tower or Ground Control frequencies.

6.

Faded signs and incorrectly placed signs often lead to runway incursion. Frequent and random inspection shall be carried out to prevent the above.

7.

Deficiency in the aerodrome marking and visual aids often lead to runway incursion.

8.

All runway markings are white. This is to differentiate them from taxiway markings.

9.

Equip all airside vehicles with ICAO compliant markings and lighting.

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10. Provide airside escort vehicle to, vehicles/ aircraft unfamiliar with aerodrome layout/ procedure. 11. Runway side strip markings shall always be provided for precision approach runway. 12. All taxiway markings are yellow to differentiate them from runway markings. 13. Runway holding position marking shall be in yellow colour. 14. Aerodrome signs are divided in to mandatory instruction signs and information signs. 15. Mandatory instruction signs are made in red background with white inscriptions. Aircraft and vehicles are not allowed to proceed beyond these points unless specifically authorized by control tower. These include runway designation sign, runway holding position sign, no entry sign and road holding position sign. 16. Information signs are made of combination of yellow and black colours. Information sign includes location signs,

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destination signs and direction signs. Location sign is in black background with yellow inscription and when it is stand-alone will have yellow border. All other information signs will have black inscription on yellow background.

207 Notes __________________ __________________ __________________ __________________

17. A location sign shall be provided in conjunction with a direction sign except it may be omitted when aeronautical studies indicate that it is not needed.

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18. Aerodrome lights include the stop bar lights or runway guard lights. All traffic shall stop and hold at all lit stop bars and only proceed when specifically authorized by aerodrome control tower.

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III. Guidelines for Air Traffic Controllers: 1.

Apply existing ICAO standards and recommended practices and procedures.

2.

Vehicles and aircraft shall not be permitted to hold closer to the runway than the applicable runway holding positions.

3.

Do not use conditional phrases such as: - "behind landing aircraft" or "after departing aircraft" for movements affecting active runways unless appropriate pilot or the controller both see the aircraft concerned.

4.

Controller shall listen to the read back of clearances and instructions to enter, land on, take-off, hold short of, cross and back-track on any runway whether active or not to ascertain that the clearance or instruction has been correctly acknowledged by the flight crew and shall take immediate action to correct any discrepancy revealed by the read back.

5.

ROGER and WILCO do not constitute a read-back. Correct read-backs are mandatory.

6.

Controller shall listen to the read back instructions carefully to avoid Read back and Hear back error i.e. controller confirming instructions as right although it is wrong.

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7.

Be alert for similar call signs, change call signs temporarily if required.

8.

Avoid expectation bias i.e. hearing what is expected instead of what is really said.

9.

In poor visibility conditions visual surveillance may be augmented by Radar if available.

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10. If Surface Movement radar is either not provided or unserviceable during low visibility operations, all aircraft and vehicles must report having vacated active runway. Also by having the aircraft report airborne, the controller can be assured that the aircraft is no longer on the active runway. 11. When a taxi clearance contains a taxi limit beyond a runway, it shall contain an explicit clearance to either "cross" or "hold short" of that runway. 12. To reduce the potential for misunderstanding, the takeoff clearance shall include the designator of the departure runway. 13. If the control tower is unable to determine, either visually or by Radar that a vacating or crossing aircraft has cleared the runway, the aircraft shall be requested to report when it has vacated the runway. The report shall be made when the entire aircraft is beyond the relevant runway holding position. 14. One of the reasons for misunderstanding due to differences in FAA and ICAO phraseology has now been done away with. The phrase "TAXI TO HOLDING POINT RUNWAY 27" shall be used instead of TAXI TO HOLDING POSITION". All runway incursion incidents come under the category of incidents and must be reported as per procedure established for ATS incidents.

Safety Management System (SMS) What's SMS, & Why it is needed?

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No other transportation industry has a better safety record than aviation. And yet there is still always a need to improve it further. Technology helped a lot in the recent decades to maintain a more or less constant accident rate while passengers' numbers went up tremendously, but now a need is felt to sharpen the management skills so as to remain ultrasafe in the future. SMS, or Safety Management Systems, is exactly the right tool to achieve safety in aviation. It basically is a process where operators identify the hazards and associated safetyrisks that are inherent in their individual operation and then develop appropriate mitigation strategies. SMS has two main purposes. The first is to reduce the safetyrisks for passengers, aircraft, personnel or property to a level as low as reasonably practical. The second is to assist managers with their constant dilemma between production and protection: "is it a good idea to make an offer to that customer who wants us to fly around unfamiliar mountainous terrain in marginal weather or should we simply skip this business opportunity?" SMS is not just about investing in the improvement of an already quite impressive safety record. It's also about saving a lot more by managing the daily operations more safely and more effectively using Quality Management principles. Of course there is no "off-the-shelf" or "one-size-fits-all" system, and some fine-tuning is needed in every organization implementing SMS.

Advantages First, it's not new: other major industries have implemented SMS for decades and to revert to the "old days without SMS" is simply unthinkable for them. They gained too much. The best companies in business aviation have also been benefiting from SMS for years, and they won't step back either. Second, from a purely business point of view there's no reason to wait to improve efficiency and reduce safety risks. Implementing an SMS has a cost, but definitely less than smashing a wing-tip in the hangar or less than refusing a

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flight request because risks were not properly assessed and mitigated (just to take rather "happy-ending" occurrences). Third, ICAO demands it and the various civil aviation authorities are preparing for it. The ICAO deadline for Air Traffic Service providers and airports has already passed; aircraft operators and maintenance organizations are the next in line. ICAO has issued DOC 9859-AN/460 containing the details of Safety Management System.

Safety Management Systems of ICAO-General Description

__________________

The scope of SMS encompasses most of the activities of the organization. SMS must start from senior management, and safety must be considered at levels of the organization. SMS aims to make continuous improvement to the overall level of safety. All aviation stakeholders have a role to play in SMS. States are responsible for establishing a safety program. SMS is inclusive of the following components; l

Safety regulation

l

Safety oversight

l

Accident/ incident investigation

l

Mandatory/ voluntary reporting systems

l

Safety data analysis

l

Safety promotion

SMS Features Systematic- Safety management activities are in accordance with a pre-determined plan, and applied in a consistent manner throughout the organization. Proactive-An approach that emphasizes prevention, through hazards identification and risk control and mitigation measures, before events that affect safety occur. Explicit- All Safety management activities are documented, visible and performed independently from other management activities.

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Responsibilities of SMS l

A Systematic approach to managing safety, including the necessary organizational structures, policies and procedures.

211 Notes __________________ __________________ __________________ __________________

l

l

Providers (operators, organizations-In our case AAI) are responsible for establishing an SMS.

__________________ __________________

States (In our case DGCA) are responsible for the acceptance and oversight of providers SMS.

__________________

It is also required by ICAO that the States shall establish a safety programme, in order to achieve an acceptable level of safety in:

__________________

l

The Operation of aircraft

l

The maintenance of aircraft

l

The Provision of air traffic services

l

Aerodrome operations

The acceptable level of safety to be achieved shall be established by the States concerned.

ICAO SMS Framework 1.

Safety Policies & objectives 1.1 Management commitment and responsibility 1.2 Safety accountabilities of managers 1.3 Appointment of key safety personnel 1.4 SMS implementation plan 1.5 Documentation

2.

Safety Hazard identification and risk management 2.1 Hazard identification processes 2.2 Risk assessment and mitigation processes 2.3 Internal safety investigations

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Safety Assurance 3.1 Safety performance monitoring and measurement

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3.2 Audits and surveys

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3.3 The management of change

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3.4 Continuous improvement of the safety system.

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4.

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Safety Promotion 4.1 Training and Education

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4.2 Safety Communication

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5.

Emergency response Planning 5.1 Development of the Emergency response Plan. Difference between SMS & Quality Management

SMS

QMS

Focuses on Safety, human & organizational aspects of an operation (i.e. Safety satisfaction)

Focuses on Products of an operation (i.e. Customer satisfaction)

Results in the design and implementation of organizational processes & procedures to identify hazards and control/ mitigate risks in aviation operation.

QMS techniques provide a structured process for ensuring processes & procedures achieve their intended objectives and where they fall short, to improve them. (SMS builds partly QMS principles).

SMS should include both safety & quality policies. The coverage of quality policies should be limited to quality in support of safety. Safety objectives should receive primacy where conflicts are identified.

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Airports Authority of India's Safety Policy for Air Operation Areas

213 Notes __________________ __________________

Safety Management System The formal systematic procedures and practices for the management of safety of Air Operation Areas are generally referred to collectively as a safety management system. As a first step in formulating the ATS Safety Management System, the Safety Policy of Airports Authority of India in the form of following components has been formally established:

Safe Navigation of Aircraft Airports Authority of India will provide the highest reasonable standard of safety within the Air Traffic Services Systems which it plans, provides and operates by identifying and minimizing those risks arising from Airports Authority of India's activities which could contribute to aircraft accidents.

Priority of Safety Airports Authority of India will regard the safety of the air traffic services system as the most important consideration throughout all its activities.

Management Responsibility Safety is an integral part of the provision of an efficient & effective air traffic management system. All concerned executives are accountable for the performance in their areas of responsibility.

Adoption of Explicit Safety Standards Airports Authority of India will continue to adopt Explicit Safety Standards which comply with statutory obligations & with the safety requirements of the Director General Civil Aviation.

Safety Culture

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Airports Authority of India will develop a culture among all its Executives and Staff which fosters an increasing understanding of the importance of safety in all its activities and the resultant responsibility of each individual. Airports Authority of India will provide the environment, support and training necessary to achieve this goal.

Systems Airports Authority of India will ensure that the air traffic management systems and technology it uses, whether developed internally or bought externally, meet specified and appropriate system.

Objectives of ATS safety Management system The safety objectives applicable to the provisions of ATS within airspaces and aerodromes controlled by Airports Authority of India have been formally established as below: (1) ensure that the established level of safety applicable to the provision of ATS within an airspace or at an aerodrome is met. (2) ensure that safety-related enhancements implemented whenever necessary.

are

(3) ensure that the achievement of satisfactory safety in ATM shall be accorded the highest priority over commercial, environmental and social pressures. (4) ensure that Airports Authority of India's safety policy, organizational responsibilities and positional responsibilities are understood by its employees whenever their activities may have impact on safety. (5) ensure that there is a system in place to assess the safety implications and safety hazards in ATM operations and to determine the action necessary to minimize those hazards, and to monitor the implementation of that action on a periodic basis. (6) control and manage safety hazards in any change to existing systems, equipment or procedures to ensure any

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unacceptable hazards are eliminated by the time the change is completed. (7) ensure that processes are in place which deliver personnel who are adequately trained, motivated and competent to perform the tasks required of them, in addition to being properly rated if so required and to monitor their continuing competence on a periodic basis. (8) ensure that processes are in place to facilitate the safe and effective management of the operations of air traffic services, aeronautical telecommunications services and aeronautical radio navigation facilities on a continuing basis. (9) ensure that processes are in place to minimize the impact of any abnormal operation on those utilizing the service and report and record the abnormal operation, thereby providing a mechanism for review, as and when required, after the event. (10) ensure that processes are in place to deliver accurate presentation of aeronautical information to the users of that information as and when they require it. (11) ensure that the control of entry of personnel into operational fire fighting functions and to periodically monitor and endorse the continuing competency of those personnel. (12) comply with ICAO standards for ATS messages recording and access to recordings on a continuing basis. (14) ensure that processes are in place which assure the provision of facilities for safe navigation on an on-going basis.

References: 1.

DGCA CAR Section 4 - Aerodrome & Air Traffic Services, Series 'X' Part IV, 17-10-07, "Runway Safety Programme and formation of Runway Safety Teams".

2.

Aeronautical Information Circular 6 of 2006.

215 Notes __________________ __________________ __________________ __________________ __________________ __________________ __________________ __________________ __________________ __________________

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3.

ICAO Runway Safety Toolkit and DOC. 9870.

4.

FAA, 2000 Publication-The National Blueprint for the Runway Safety.

5.

ICAO Document DOC 9859-AN/460 (Safety Management Manual).

6.

Federal Aviation Administration (FAA) Advisory Circulars on SMS

7.

Commercial Aviation Safety by Alexander T. Wells, Ed.D. & Clarence C. Rodrigues, Ph.D., P.E.

8.

Various Circulars and notifications on "Safety Management System" issued by DGCA.

9.

DGCA, Civil Aviation Requirements, Section 8 - (Aircraft Operations), Series 'A' Part II, Issue I, Dated 16th October, 1995, Subject:-Safety Regulation And Oversight Of Flight Operations.

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10. AAI Air Traffic Services Manual. 11. Civil Aviation Authority, UK Publication CAP 730-Safety Management Systems for Air Traffic Management. 12. Civil Aviation Authority, UK Publication CAP 642Airside Safety Management Systems. 13. Federal Aviation Administration (FAA) Acquisition System Toolset (FAST)- System Safety Management Program / Section 1 (Revised 12/2004) 14. U.S. Department of Transportation, Federal Aviation Administration, Advisory Circular AC No: AC 150/520037 Date: February 28, 2007, "Introduction to Safety Management Systems (SMS) For Airport Operators".

Questions General Questions. 1.

What is meant by 'Runway Incursion'? What are the primary reasons for occurrence of runway Incursions? Describe main features of prevention programme for

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'Runway incursion' involving various groups of persons/ services as per DGCA Circular. 2.

Define manoeuvring area and movement area at an airport.

217 Notes __________________ __________________ __________________ __________________

3.

4.

What are the objectives of ATS Safety management system What are precautions required to be taken for vehicle operations at the air side.

Objective Type of questions a.

Ramp operations on an airport include------

b.

Foreign Object Damage (FOD) to an aircraft can be caused by the following;----

c.

Three major areas where pilots can help are; i) Communications ii) Airport knowledge and iii) ----

Answers to Objective Type of questions a.

-Aircraft servicing, catering, cleaning, cargo loading, refuelling etc.

b.

Aircraft engines sucking a loose stone lying on the runway.

c.

Cockpit procedures for maintaining orientation.

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