Brief in Support. ( Airport ) where Air Traffic Control ( ATC ) advised United Airlines flight 1112 to divert to
|
|
- Homer Newman
- 6 years ago
- Views:
Transcription
1
2
3 Brief in Support I. Case No. 2014GL This case revolves around an incident at the Cleveland Hopkins International Airport ( Airport ) where Air Traffic Control ( ATC ) advised United Airlines flight 1112 to divert to Detroit Metropolitan Wayne County Airport. At 9:48pm on February 24, 2014, the local forecast called for likely snow showers, mainly in the morning. (Cuyahoga County Weather Report, attached as Exhibit A). At 11:51pm, a light snow began at the airport. (METAR Report, attached as Exhibit B). However, there was no precipitation until 5:04am on February 25, Id. Between 5:04am and 5:51am that morning, when the precipitation stopped, a total of 1/10 of an inch of snow had fallen. Id. At 5:12am, all runways were inspected and found to be covered in thin snow with good friction values at 40 Mu. (Field Condition Reporting System ( FCRS ) 2/25/2014, attached as Exhibit C). The Snow and Ice Control Plan requires the Airport to close a runway only if friction values are at or below 21 Mu. (Snow and Ice Control Plan ( SICP ), Section 5.3). At 5:10am, the Airport began snow removal operations on Runway 24R. (Ops Log 2/25/15, attached as Exhibit D). Runway 24R is a Priority-1 runway (SICP, Appendix A, attached as Exhibit E). The Airport does not have the capacity to treat two Priority-1 runways at the same time, even at full capacity during a Snow Code Red. The Airport made the determination to treat Runway 24R before Runway 24L because Runway 24R is equipped with more advanced navigational equipment, making it easier to land in low visibility. From 5:04am to 5:31am that morning, visibility was at a mere three quarters of a mile. (Exhibit B). To compare, visibility was at nine miles when the snow began at 11:51pm. Id. 3
4 At 5:26am, the Airport reported friction levels of 40 Mu on Runway 24L. (Exhibit C). Fifteen minutes later, at 5:41am, UPS flight 1442 landed on Runway 24L and reported braking conditions as Poor and NIL at the end of the runway. This was the first report of NIL braking on Runway 24L that morning, and per the SICP, Runway 24L was closed so that the runway could be tested for braking and cleared if necessary. However, since Runway 24R was in the process of being cleared, the Airport could not begin to clear Runway 24L until it had finished clearing Runway 24R. Fourteen minutes later, at 5:55am, Air Traffic Control diverted United Airlines flight 1112 to Detroit Metropolitan Wayne County Airport since both of the Airport s Priority-1 runways were closed for clearing. At 6:01am, the Airport began clearing Runway 24L. (Exhibit D). At 6:03am, the Airport recorded good friction values on Runway 24R at 40 Mu and reopened the runway at 6:06am. (Exhibits C and D). The FAA stated the Airport failed to conform with the SICP by failing to prioritize for snow and ice removal on Runway 24L. The Notice of Proposed Penalty states that the Airport should have begun snow removal operations on Runway 24L before removing snow on Runway 24R, stating that Runway 24R is a Priority-2 runway. However, as shown in the SICP, Runway 24R is also a Priority-1 runway. When given the choice between clearing either of the Airport s two Priority-1 runways, the Airport prefers to clear Runway 24R because it is easier to land during low visibility conditions. In this instance, it was important to clear Runway 24R first since visibility that morning was so low. The SICP does not require Runway 24L to be cleared before Runway 24R. The United Airlines flight was not diverted due to the Airport being unable to keep its runways treated, but because of timing outside of the Airport s control. At 5:41am, the Airport 4
5 was in the process of treating one Priority-1 runway when it received a report that its other Priority-1 runway had NIL braking conditions and was required to be closed for testing. Up until that point, braking conditions had been reported above NIL on Runway 24L. The United Airlines flight was diverted at 5:55am and Runway 24R had reports of good braking conditions at 6:03am. Had the United Airlines flight arrived a little later, it would have been able to land on Runway 24R. There was only a 22 minute window where both Priority-1 runways were closed. The Notice of Proposed Penalty stated that with a snow and ice control plan, [s]now, ice, and slush should be removed as expeditiously as possible. The goal is to maintain runways, highspeed turnoffs, and taxiways in a no worse than wet (i.e., no contaminant accumulation) condition, realizing that this is not always possible. (Emphasis added) (FAA Advisory Circular No. 150/ C, Section 2-1, attached as Exhibit F). Under the circumstances, it was not possible to have a Priority-1 runway open during a 22 minute period. Even if the Airport began snow removal operations on Runway 24L before Runway 24R, the situation would have been the same, except instead of UPS flight 1442 landing on Runway 24L and reporting NIL braking, it would have landed on Runway 24R and would have likely reported the same braking conditions. Both Priority-1 runways would still have been closed for the same 22 minute window and United Airlines flight 1112 would have still been diverted to Detroit. The FAA and the Airport set a goal of thirty minutes to clear a Priority-1 runway. (Exhibit E at section 3.6). However, the FAA has stated that the goal should not be interpreted as a requirement to treat surfaces within any particular time. (Exhibit F at section 1-6[a]). Even if the Airport had treated Runway 24R in thirty minutes, there would have only been one minute left before UPS flight 1442 landed to check the braking conditions on the runway, update the Air Traffic Controller, and relay that message to UPS flight The Air Traffic Controller would 5
6 have likely still given the instruction to UPS flight 1442 to land on Runway 24L, since those instructions are given long before the flight is close to the Airport. The Notice of Proposed Penalty also stated that the Airport failed to effectively monitor and manage the conditions on Runway 24L. Fifteen minutes before UPS flight 1442 reported braking conditions as NIL, the Airport conducted its own runway check and found that the friction levels on Runway 24L were at 40 Mu, suggesting that braking conditions were good. The Airport had no reason to expect that braking conditions were anything but good until UPS flight 1442 reported NIL braking conditions. At that point, the Airport immediately closed Runway 24L for inspections as required by the SICP. There was nothing more the Airport could have done to more effectively monitor and manage the conditions on Runway 24L. Even if the Airport wanted to clear Runway 24L, regardless of the fact that it had reports of good braking conditions, it would have needed to wait until Runway 24R was cleared. For these reasons, the Airport asks the FAA to reconsider its proposed $40,000 penalty and find that on February 25, 2014 the Airport was safe, secure, and in conformance with the Snow and Ice Control Plan. 6
7 II. Case No. 2014GL This case revolves around an incident where an Aircraft Rescue and Firefighting ( ARFF ) vehicle crossed the hold bar for Runway 24L on Taxiway Romeo. On January 18, 2014, at around 8:30pm, ARFF conducted training exercises on the airfield. ARFF employee David Horky was driving Truck-15 as the lead vehicle on an airfield familiarization mission with three other trucks. (Investigation Report, attached as Exhibit G). Mr. Horky had been with the City for around twenty years and had recently finished a Ground Vehicle Operator refresher training on January 3, Id. At 4:45pm, braking was reported as fair to good on all Taxiways, with no change between then and the time of the training exercises. (FCRS 1/18/14, attached as Exhibit H). At 8:32:10pm, Mr. Horky requested permission from Air Traffic Control ( ATC ) over radio to drive from Taxiway Gulf to Taxiway Romeo. (Exhibit G). ATC approved Mr. Horky s team to drive from Gulf to Romeo, but told Mr. Horky to hold short of all runways and advise when all vehicles are off Runway 24L. Id. Mr. Horky requested that the transmission be repeated and ATC repeated the instructions. Id. When Mr. Horky repeated the instructions back to ATC, he failed to properly read back ATC s instructions and did not state that he would remain clear of all runways. Id. ATC failed to correct Mr. Horky for forgetting to repeat that he was to remain off the runways. Id. At 8:32:47pm, Mr. Horky stated Cleveland ground all ARFF vehicles are off. Id. At 8:33:39pm, ATC cleared Air Shuttle flight 2638 for takeoff on Runway 24L. Id. At 8:34pm, ATC saw Mr. Horky drive towards Runway 24L and yelled ARFF-15 Stop! At that point, Mr. Horky hit the brakes and stopped the vehicle 176 feet beyond the hold bar and seven feet short of the edge of Runway 24L. Id. Air Shuttle flight 2638 took off without a problem. 7
8 Immediately after the incident, the Airport conducted a special runway inspection in the area where Mr. Horky crossed the hold bar. The Airport reported that all guard lighters were operational, the hold line was visible, and the braking was good. Id. The Airport interviewed Mr. Horky after the incident. Id. He stated that he had no excuse and was at fault for crossing the hold bar on Taxiway Romeo and into the safety area of Runway 24L without clearance. Id. He also admitted to his failures in communicating with ATC. Id. Mr. Horky was required to take a retraining course, which he completed on January 20, Id. The Notice of Proposed Penalty stated the Airport failed to give Field Condition Report updates between 4:45pm and 9:42pm on January 18, The Airport is required to give updates on runway conditions only when there has been a change in the field conditions. The FAA s Advisory Circular 150/ C, Section 5-2(b) states that [r]unway condition reports must be updated any time a change to the runway surface condition occurs. Changes that initiate updated reports include weather events, the application of chemicals or sand, or plowing or sweeping operations. (Exhibit F). There was no change in conditions between 4:45pm and 9:42pm that warranted an update. It did not start snowing until 9:51pm that night. (METAR 1/18/14, attached as Exhibit I). Therefore, the Airport was not required to update the Field Condition Report between 4:45pm and 9:42pm. The Notice of Proposed Penalty also states that the Airport failed to prioritize for snow and ice removal on Runway 24L and the entrance and exit of Taxiway Romeo. As stated earlier, braking reports on Runway 24L and Taxiway Romeo were good during the day leading up to the incursion and after the incursion. At no point did the Airport receive any information that would require the Airport to begin snow removal operations on Runway 24L and Taxiway Romeo. The incursion had nothing to do with the braking conditions on Taxiway Romeo, but rather the 8
9 human error by Mr. Horky in failing to communicate with ATC. Even if Taxiway Romeo had been treated with chemicals, sand, or cleared, Mr. Horky would have still miscommunicated with ATC and crossed the hold bar into the safety area of Runway 24L. For these reasons, the Airport asks the FAA to reconsider its proposed $40,000 penalty and find that on January 18, 2014 the Airport was safe, secure, and in conformance with the Snow and Ice Control Plan. 9
10 III. Case No. 2014GL This case revolves around two aircraft that became disabled on taxiways at the airport due to NIL braking conditions. On December 29, 2013, the overnight forecast showed snow showers late that evening with a 30% chance of precipitation. At 5:51pm, the National Weather Service ( NWS ) stated that it did not anticipate any accumulations as the ground temperatures will take some time to fall below freezing Rain moving out of the area early this evening not a lot of precip[itation]. (NWS 12/29/13, 5:51pm, attached as Exhibit J). At 9:45pm, the Airport decided to partially pretreat Runways 24R and 24L and a number of taxiways to and from the terminal with sand and anti-icing chemicals. (Ops Log 12/29/13, attached as Exhibit K). At 11:20pm, the NWS forecasted snow converting to freezing drizzle with freezing drizzle lingering for a couple of hours, but [f]ortunately the moisture is limited and the potential accumulation is limited to a light glazing on exposed surfaces The main hazard areas are in the East and in High terrain regions. (NWS 12/29/13, 11:20pm, attached as Exhibit L). The Airport is on the west side of the City of Cleveland in a low terrain region. (Ohio Topographical Map, attached as Exhibit M). For four hours between 11pm on December 29, 2013 and 3am on December 30, 2013, the Airport did not have Field Maintenance staff on hand. Because the runways had been pretreated, they were never worse than wet and braking conditions were reported as good. (Exhibit K). However, the taxiways had developed a thin layer of ice at 12:02am with braking reported between poor and good. (FCRS 12/30/13, attached as Exhibit N). There was no change in the weather conditions between then and 2:34am, when the Airport was closed due to NIL braking on numerous taxiways. At 4:00am, the Airport was reopened. (Exhibit K). 10
11 The Airport understands that it did not have adequate maintenance staff on hand to help the disabled aircraft on the taxiways. The Operations Superintendent allowed an Airport Operations Agent to leave early without a replacement and did not limit air carrier operations. That Superintendent was disciplined for his poor performance and misjudgments that evening. However, the Airport was able to keep the most important part of the airfield, the runways, in good condition throughout the evening. The Airport did this even though the weather report forecasted only a slight chance of a light freezing rain and did not anticipate any accumulation, even though that is what ultimately occurred that evening. The Notice of Proposed Penalty noted that the Airport did not update field conditions between 12:01am and 3:44am. As discussed earlier, the Airport is required to update field conditions only when there has been a change on the airfield. In this instance, between 12:01am and 1:57am there was no change in field conditions requiring an update. At 1:57am and at 2:23am, two aircraft became disabled on taxiways due to NIL braking conditions. At 2:34am a Notice to Airmen (NOTAM) was issued, notifying users of the airport that it was now closed. (Exhibit K). At 3:44am, the Airport issued an updated FCRS and at 4:00am, the Airport reopened (Exhibits N and K). Once the airport was closed, any updates on the field conditions would have been moot, since there were no air carriers using the airport while it was closed. The purpose of runway condition reporting is to notify all air carriers using the airport when any portion of the movement area normally available to them is less than satisfactorily cleared for safe operation by their aircraft. (Exhibit F at Section 5-2). Once the airport was closed, the runways were not available to any aircraft and an update to the field conditions would have been of no use to anyone. The Airport updated the field conditions prior to reopening the airport, so in the event an 11
12 aircraft needed to land at the airport right as it reopened, it would have an up-to-date field condition report. For these reasons, the Airport asks the FAA to consider reducing its proposed $100,000 penalty and find that on December 29, 2013 the Airport was safe, secure, and in conformance with the Snow and Ice Control Plan. 12
13 IV. Case No. 2015GL This case revolves around numerous days when the Airport was not fully staffed in accordance with the SICP and a report of NIL braking by Air Wisconsin flight This brief in support will handle each of these instances separately. a. Air Wisconsin s Report of NIL Braking On March 1, 2015, at 7:00am, the forecast called for between one to four inches of snow, which put the Airport into a Snow Code Yellow. At 8:43am, Airbus 319 reported NIL braking conditions on Taxiway Papa. (Ops Log 3/1/15, attached as Exhibit O). The Airport immediately closed Taxiway Papa and Runway 24L so they could be treated. Id. At 9:08am, the Airport reopened Taxiway Papa. Id. At 9:56am, the Airport reopened Runway 24L, with good friction values reported at 40 Mu. Id. At 10:05am, the Airport reported good friction values of 38 to 40 Mu for Runway 24R. Id. At 11:19am, the Airport updated the conditions on both Runway 24L and 24R and found snow on both runways with a range of braking conditions on both runways as low as 33 Mu. At 11:44am, the Airport made the decision to first close and treat Runway 24R before Runway 24L, since Runway 24R is easier to land in low visibility. Id. The visibility at that time was only 1 ¾ of a mile. (METAR 3/1/15, attached as Exhibit P). Both Runways are Priority-1 runways under the Airport s SICP. (Exhibit E at Appendix A). At 11:59am, Air Wisconsin landed on Runway 24L, since the Airport had just closed Runway 24R to be treated. Moments later, the Air Traffic Controller asked Air Wisconsin to report the braking conditions. (Air Traffic Control Tower Recording at 00:27:55, Compact Disc attached as Exhibit Q). Air Wisconsin replied that braking conditions were good. (Id. at 28:00). 32 seconds later, the Air Traffic Controller told Air Wisconsin to exit Runway 24L onto Taxiway 13
14 Papa and Air Wisconsin responded, Roger, we ll have it here in two minutes. (Id. at 28:32) (Emphasis added). 19 seconds later, the Air Traffic Controller cleared another flight for takeoff on Runway 24L and advised the pilot of another flight on a two and half mile final descent to head towards Runway 24L for landing. (Id. at 28:51) Immediately after ATC cleared the runway for takeoff and landing, Air Wisconsin abruptly reported poor braking on Runway 24L, less than a minute after he reported good braking conditions. (Id. at 28:58). At 12:04pm, the Airport received the report of poor braking on Runway 24L at Taxiway Papa and closed the runway for inspection. (Exhibit O). At 12:07pm, the Airport reported fair friction values of 35 Mu on Runway 24L and friction values of 30 Mu on Taxiway Papa, but treated both Runway 24L and Taxiway Papa anyway. Id. The Airport is required to close a runway or taxiway for treatment only when Mu levels are at 21 or below. (Exhibit E at Section 5.3). The Airport reopened Runway 24R with good frictions levels at 40 Mu at 12:10pm, 26 minutes after it had been closed for treatment at 11:44am. By 12:23pm, the Airport had plowed Taxiway Papa and applied anti-icing chemicals. (Exhibit O). By 1:15pm, the Airport reopened Runway 24L with good friction levels at 40 Mu after applying anti-icing chemicals. Id. The Notice of Proposed Penalty states that the Airport failed to prioritize for snow and ice removal on Runway 24L and Taxiway Papa. The Airport received a report at 11:19am that both Priority-1 runways had snow and fair friction values above the level where the SICP requires the Airport to close the runways. However, knowing that the weather would continue to deteriorate through the rest of the morning and into the afternoon, the Airport took steps to clear both runways immediately. The Airport decided to treat Runway 24R first, since it is the easiest 14
15 to land in low visibility. The Airport does not have the ability to treat both Priority-1 runways at the same time and made a reasoned decision to clear Runway 24R first. The Airport treated Runway 24L after Air Wisconsin reported poor braking, even though Air Wisconsin had just reported good braking conditions a minute earlier and the inspection immediately after the report showed fair friction values. Every objective test on Runway 24L that morning resulted in fair to good braking conditions. The only report of poor to NIL braking was the subjective report of the pilot of Air Wisconsin, whose own report was inconsistent with the report of good braking conditions he gave only moments earlier. Even though the pilot s reports were inconsistent, the Airport still treated both the runway and Taxiway Papa with antiicing chemicals. The Notice of Proposed Penalty states that the Airport failed to treat Taxiway Papa with anti-icing chemicals until 12:23pm. Throughout the morning, braking conditions on Taxiway Papa never reached NIL. As soon as Air Wisconsin reported poor conditions on Taxiway Papa, the Airport treated Taxiway Papa with anti-icing chemicals. The Airport did this even though Air Wisconsin s subjective reporting of the braking conditions was not substantiated by the Airport s investigation of the braking conditions on the taxiway. In addition, SICP section 4.4 does not require chemicals to be applied under any specific circumstances. (Exhibit E at Section 4.4). Section 4.4 states that [t]he selection and application of approved materials for snow and ice control is based upon an evaluation of the existing field conditions. Id. The Airport monitored the condition of Taxiway Papa all morning and applied anti-icing chemicals after the inspection, while the taxiway was already closed. This decision allowed the Airport to apply anti-icing chemicals without having to close the taxiway twice. 15
16 The Notice of Proposed Penalty also states that the Airport failed to provide updated Field Condition Reports between 12:25am and 4pm. However, the Airport provided updated Field Condition Reports at 12:25am, 12:39am, 1:06am; 1:30am, 1:48am, 2:52am, 3:53am, 4:55am, 6am, 6:58am, 7:46am, 7:59am, 8:05am, 8:48am, 8:53am, 9:55am, 10:06am, 11:19am, 11:44am, 12:05pm, 12:10pm, 1:15pm, 1:26pm, 2:03pm, and 4pm. (Exhibit O and FCRS 3/1/15, attached as Exhibit R). The Airport updated the field conditions every time the airfield s condition changed as required by the SICP and FAA Advisory Circular 150/ C, section 5.2. At no point before or after this incident was the airfield unsafe. The Airport cleared both Priority-1 runways and applied anti-icing chemicals as they were warranted and in a manner that would require the fewest possible runway and taxiway closings. The Airport cleared and applied anti-icing chemicals to Runway 24L, even though Air Wisconsin s subjective report of poor braking was inconsistent with his own earlier report and unsubstantiated by the Airport s objective testing. b. Staffing Below the Levels set by the Snow and Ice Control Plan The Notice of Proposed Penalty lists nineteen days that the Airport did not meet the staffing levels outlined in the SICP. On eight of those days, the Airport was short only one to three employees. (Staffing Report, attached as Exhibit S). The Airport s Snow and Ice Control Plan for the winter season was the first SICP to require minimum staffing levels during snow events. The SICP for the winter season will not require minimum staffing levels during snow events. On many of the days listed in the Notice of Proposed Penalty, the Airport was short one operations agent, but exceeded the minimum staffing requirement for field maintenance workers, who clear snow and ice from the 16
17 airfield. In these instances, the City had more than enough workers to ensure that the airfield was safe as well as prepared in case the weather deteriorated. Regulations require that the Airport, [p]rovide sufficient and qualified personnel to comply with the requirements of its Airport Certification Manual and the requirements of [14 C.F.R. Part 139]. (14 C.F.R (a), attached as Exhibit T). On each of the nineteen days listed in the Notice of Proposed Penalty, the Airport had sufficient staff to keep the airfield safe and in certain divisions had more than the required number of staff on hand. The number of staff on hand does not guarantee that the airfield will be kept clear of snow and ice or that the airfield will be safe. While the requirements under the SICP cannot be met without staff, there is no specific level of staffing that will guarantee a safe airport. The substantive requirements of the SICP are more relevant. Though the Airport did not have the required number of staff on each of the nineteen days listed in the Notice of Proposed Penalty, the Airport has not been accused of failing to meet any of the substantive requirements of the Snow and Ice Control Plan and has kept the airfield safe. The Airport was able to clear runways and check braking levels, it had the requisite snow removal equipment, and it followed required protocols. During each of those days, the Airport kept the airfield safe, which is the ultimate goal of any Snow and Ice Control Plan. c. Conclusion For these reasons, the Airport asks the FAA to consider reducing its proposed $555,000 penalty and find that throughout the winter season, the Airport was safe, secure, and in conformance with the Snow and Ice Control Plan. 17
Introduction to Runway Condition Assessment Matrix (RCAM) and Field Condition Reporting
Introduction to Runway Condition Assessment Matrix (RCAM) and Field Condition Reporting Presented to: By: Date: Advanced ASOS Steven Oetzell October 18, 2016 Takeoff And Landing Performance Assessment
More informationWHEREAS, the City operates and manages Rapid City Regional Airport (RAP); and
MEMORANDUM OF UNDERSTANDING BETWEEN THE RAPID CITY DEPARTMENT OF FIRE & EMERGENCY SERVICES AND RAPID CITY REGIONAL AIRPORT BOARD RELATING TO THE PROVISION OF AIRPORT RESCUE AND FIREFIGHTING SERVICES This
More informationSTANDARD OPERATING PROCEDURES TACTICAL OPERATIONS b AIRCRAFT INCIDENTS AND ACCIDENTS EFFECTIVE: OCTOBER 2007
STANDARD OPERATING PROCEDURES TACTICAL OPERATIONS 202.15b AIRCRAFT INCIDENTS AND ACCIDENTS EFFECTIVE: OCTOBER 2007 AIRCRAFT INCIDENTS AND ACCIDENTS Goals 1. To familiarize with Airport Index 2. To familiarize
More informationHow to be Prepared for an Airport Emergency and What to Look for When Inspecting Your Airfield
How to be Prepared for an Airport Emergency and What to Look for When Inspecting Your Airfield David Decoteau, A.A.E., C.A.E. Hayward Executive Airport Job of Airport Operations Commercial vs GA Airfield
More informationB.C. MINISTRY OF TRANSPORTATION. SA17 Local Area Specification #2 SMALL AIRPORT WINTER MAINTENANCE
1. OBJECTIVE B.C. MINISTRY OF TRANSPORTATION SA17 SMALL AIRPORT WINTER MAINTENANCE To ensure the Anahim Lake airport is kept open and safe for small airport users. 2. GENERAL PERFORMANCE SPECIFICATIONS
More informationThe Challenge of Surface Conditions. AST: A New Solution to a Global Aviation Problem. Benefits and Business Value to Airports and Operators
The Challenge of Surface Conditions AST: A New Solution to a Global Aviation Problem Benefits and Business Value to Airports and Operators 2 3 Runway excursions are among the most-frequently reported accidents
More informationCIVIL AVIATION AUTHORITY, PAKISTAN OPERATIONAL CONTROL SYSTEMS CONTENTS
CIVIL AVIATION AUTHORITY, PAKISTAN Air Navigation Order No. : 91-0004 Date : 7 th April, 2010 Issue : Two OPERATIONAL CONTROL SYSTEMS CONTENTS SECTIONS 1. Authority 2. Purpose 3. Scope 4. Operational Control
More informationAppendix F ICAO MODEL RUNWAY INCURSION INITIAL REPORT FORM
Appendix F ICAO MODEL RUNWAY INCURSION INITIAL REPORT FORM Report no.: A. Date/time of runway incursion (in UTC) (YYYYMMDDhhmm) Day Night B. Person submitting the report Name: Job title: Telephone no.:
More informationTakeoff And Landing Performance Assessment TALPA. Chris Meyer MnDOT Aeronautics
Takeoff And Landing Performance Assessment TALPA Chris Meyer MnDOT Aeronautics TALPA Accident Case Study Runway Condition Assessment Matrix (RCAM) Resources for Education SWA Flight 1248, Chicago Midway,
More informationOPERATING DIRECTIVE Number: D Aviation Authority Revised: 03/26/13
OPERATING DIRECTIVE Number: D343.00.06 Effective: 10/01/88 Aviation Authority Revised: 03/26/13 Page: 1 of 11 Subject: Vehicles and Personnel Access to Movement and Safety Areas PURPOSE: To establish procedures
More informationMCAS CHERRY POINT. Basic Airfield Vehicle Operator Course (AVOC)
MCAS CHERRY POINT Basic Airfield Vehicle Operator Course (AVOC) REFERENCES 1) FAA Handbook 7110.65 (ATC) 2) NAVAIR 00-80T-114 (ATC NATOPS) 3) MCO 1500.19 (Safety Program) 4) AirStaO P 3710.5 (AOM) 5) ATCFacO
More informationIFR SEPARATION USING RADAR
IFR SEPARATION USING RADAR 1. Introduction When flying IFR inside controlled airspace, air traffic controllers either providing a service to an aircraft under their control or to another controller s traffic,
More informationTelephone No. 2:4622495 Telegraphic Address: Commercial : AIRCIVIL NEW DELHI Aeronautical : VIDDYAYX E Mail: dri@dgca.nic.in Fax : 01124629221 GOVERNMENT OF INDIA AERONAUTICAL INFORMATION SERVICES DIRECTOR
More informationJuly 2008 COMPANY INDOCTRINATION TRAINING 1.0 PURPOSE
ADVISORY CIRCULAR CAA-AC-OPS009A July 2008 COMPANY INDOCTRINATION TRAINING 1.0 PURPOSE This Advisory Circular (AC) specifies the objectives and content of company indoctrination curriculum segments applicable
More informationSTANDARD OPERATING PROCEDURES TACTICAL OPERATIONS EFFECTIVE: OCTOBER 2007
STANDARD OPERATING PROCEDURES TACTICAL OPERATIONS 202.15j AIRCRAFT RESCUE FIRE FIGHTING INDEX EFFECTIVE: OCTOBER 2007 AIRCRAFT RESCUE FIREFIGHTING Goals 1. To save and protect lives 2. To mitigate any
More informationFigure 3.1. Foreign Airport Assessment Aid
01 oauu-t.d Foreign Airport Assessment Aid: Date of Assessment: Assessment Conducted by: Airport ICAO/IATA Identification: Hours of Operation: Figure 3.1. Foreign Airport Assessment Aid [ Airport Name:
More informationLow Visibility Operations
Airside Operational Instruction 21 Uncontrolled when printed Page 0 of 7 1 LOW VISIBILITY OPERATIONS Policy East Midlands Airport (EMA) is committed to providing facilities and procedures to enable aircraft
More informationFriedman Memorial Airport Seeks Airport ARFF/Operations Specialists. Posted Date: 08/09/2017. Deadline to Apply: 09/18/2017
Friedman Memorial Airport Seeks Airport ARFF/Operations Specialists Posted Date: 08/09/2017 Deadline to Apply: 09/18/2017 Salary Range: $55,000.00 $75,000.00 Supervisor: Airport ARFF/Operations Manager
More informationOperational impact of and Appendix O
Operational impact of 25.1420 and Appendix O Presented by: Roger Sultan, FAA Aviation Safety Inspector; AFS-400 Date: February 25, 2015 Background New regulation, CFR 25.1420 and associated Part 25, Appendix
More informationWORKING TOGETHER TO ENHANCE AIRPORT OPERATIONAL SAFETY. Ermenando Silva APEX, in Safety Manager ACI, World
WORKING TOGETHER TO ENHANCE AIRPORT OPERATIONAL SAFETY Ermenando Silva APEX, in Safety Manager ACI, World Aerodrome Manual The aim and objectives of the aerodrome manual and how it is to be used by operating
More informationCertAlert. Hurricane Field Condition Report
CertAlert DOT/Federal Aviation Administration, Southern Region Airports Division, Airport Certification Safety Team (ASO-620), P.O. Box 20636, Atlanta, Georgia 30320 (404) 305-6700; FAX: (404) 305-6730
More informationGRANDE PRAIRIE AIRPORT. Reduced Visibility Operations Plan
GRANDE PRAIRIE AIRPORT Reduced Visibility Operations Plan Amended November 8, 2017 Distribution List: (Updates to the Reduced Visibility Operations Plan will be circulated to this list.) Name and Title
More informationGround Vehicle Operations Training READING REGIONAL AIRPORT
Ground Vehicle Operations Training READING REGIONAL AIRPORT October 22, 2014 Airport Operations Area (AOA) Movement Areas Non-Movement Areas Non-Movement Area Markings Never cross solid line with out ATC
More informationUNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION OFFICE OF THE SECRETARY WASHINGTON, D.C.
Order 2016-1-3 UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION OFFICE OF THE SECRETARY WASHINGTON, D.C. Issued by the Department of Transportation on the 7 th day of January, 2016 United Airlines,
More informationTERRACE-KITIMAT AIRPORT SOCIETY APRON MANAGMENT PLAN
TERRACE-KITIMAT AIRPORT SOCIETY 2018-19 APRON MANAGMENT PLAN Table of Contents List of Effective Pages... 3 Manual Distribution and Amendment Procedures... 5 Record of Amendments... 5 Apron Management
More informationDallas/Fort Worth International Airport Winter Weather Season Kick-Off Meeting
Dallas/Fort Worth International Airport Winter Weather Season Kick-Off Meeting 10.27.16 Dallas/Fort Worth International Airport Winter Weather Season Kick-Off Meeting Agenda Welcome / Introductions DFW
More informationU.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Air Traffic Organization Policy
NOTICE U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Air Traffic Organization Policy N JO 7110.720 Effective Date: October 1, 2016 Cancellation Date: April 27, 2017 SUBJ: Takeoff and
More informationChapter 6. Airports Authority of India Manual of Air Traffic Services Part 1
Chapter 6 6.1 ESSENTIAL LOCAL TRAFFIC 6.1.1 Information on essential local traffic known to the controller shall be transmitted without delay to departing and arriving aircraft concerned. Note 1. Essential
More informationARFF Procedures Survey
ARFF Procedures Survey February 2008 Table of Contents Background... 2 Results in Brief... 3 Chart 1: Airport Responses by Index Size... 3 Chart 2: Staffing by Index Size... 3 Appendix A... 5 Survey Questionnaire...
More informationTUCSON INTERNATIONAL AIRPORT (TUS) DISABLED AIRCRAFT RECOVERY PLAN Section TABLE OF CONTENTS Page
TUCSON INTERNATIONAL AIRPORT (TUS) DISABLED AIRCRAFT RECOVERY PLAN Section TABLE OF CONTENTS Page 1.0 Disabled Aircraft Recovery Plan Overview 4 1.1 Overview 4 2.0 Aircraft Incident/Accidents 6 3.0 TAA
More informationNational Transportation Safety Board Aviation Incident Final Report
National Transportation Safety Board Aviation Incident Final Report Location: Dayton, OH Incident Number: Date & Time: 01/31/2011, 2136 EST Registration: Aircraft: EMBRAER EMB-145LR Aircraft Damage: Minor
More informationPART F SECTION 2 RESPONSIBILITIES AND ACTIONS
F-2-1 AIRPORT OPERATIONS MANUAL AIRFIELD OPERATIONS 31 January 2011 PART F SECTION 2 RESPONSIBILITIES AND ACTIONS 1. Overview 1.1 This section outlines the responsibilities and actions of the airport organizations
More informationV.D. Taxiing. References: FAA-H ; POH/AFM
References: FAA-H-8083-3; POH/AFM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of the elements related to taxiing
More informationLANCASTER AIRPORT DRIVER TRAINING PROGRAM
LANCASTER AIRPORT DRIVER TRAINING PROGRAM INTRODUCTION 1. Airfield Driving Basics 2. Movement / Non-Movement Area 3. Airfield Signs, Markings & Lighting 4. Airfield Communications 5. Aviation Phonetics
More informationAerodrome Manual. ICAO/FAA Comprehensive Aerodrome Certification Inspector Workshop. Presented To: Caribbean States By: FAA Office of Airports
ICAO/FAA Comprehensive Aerodrome Certification Inspector Workshop Presented To: Caribbean States By: FAA Office of Airports OBJECTIVE Development of an Aerodrome Manual (AM). 2 ICAO ANNEX 14 - SECTION
More informationREPORT 2014/065 INTERNAL AUDIT DIVISION. Audit of air operations in the United. Nations Assistance Mission in Afghanistan
INTERNAL AUDIT DIVISION REPORT 2014/065 Audit of air operations in the United Nations Assistance Mission in Afghanistan Overall results relating to the effective management of air operations in the United
More informationSubject Aircraft Deicing Central Deicing Facility (CDF) Specific Procedures. Date of Issue: Effective Date:
Directive Supersedes: #2013-D-010 Directive # 2016-D-005 Subject From: Aviation Services Contact: Ken Eastman, ken.eastman@gtaa.com, (416) 776-3453 Date of Issue: Effective Date: Expected Action: Compliance
More informationGENERAL INFORMATION Aircraft #1 Aircraft #2
GENERAL INFORMATION Identification number: 2007075 Classification: Serious incident Date and time 1 of the 2 August 2007, 10.12 hours occurrence: Location of occurrence: Maastricht control zone Aircraft
More informationBrigham City Regional Airport s AIRPORT EMERGENCY RESPONSE PLAN
Brigham City Regional Airport s AIRPORT EMERGENCY RESPONSE PLAN INTRODUCTION The purpose of this plan is to establish orderly procedures for handling emergencies which may occur at Brigham City Regional
More informationSBA Communications Corporation suas Policy
SBA Communications Corporation suas Policy 1 Change and Issue Record Date of Issue Issue Changes 9/30/2016 01 Initial Release 11/3/2016 02 Updated Insurance Requirements 11/15/16 03 Updated Avetta Status
More informationContaminated Runways. Getting it stopped perfectly with imperfect information on an imperfect surface
Contaminated Runways Getting it stopped perfectly with imperfect information on an imperfect surface On December 8, 2005, Southwest Airlines Flight 1248 ran off the departure end of Chicago Midway International
More informationAppendix 6.1: Hazard Worksheet
Appendix 6.1: Appendix 6.1: Ref. Condition, real or potential; that can cause injury, illness, etc. This is a prerequisite for an Airfield Hazards 1. Taxiway Geometry Direct access to runway from ramp
More information1.0 PURPOSE. a) Ensure safe movement with the objective of preventing collisions between aircraft, and between aircraft and obstacles;
1.0 PURPOSE Page 1 of 5 The purpose of this Advisory Circular (AC) is to provide guidance to the aerodrome operators in adopting operational procedures and principles for apron management. The aerodrome
More informationAPRON MANAGEMENT SERVICES
AC-AD-029 APRON MANAGEMENT SERVICES GENERAL The Ghana Civil Aviation Authority (GCAA) Advisory Circulars from Aerodrome Safety and Standards (ASAS) contain information about standards, practices and procedures
More informationRUNWAY SAFETY MINISTRY OF TRANSPORT REPUBLIC OF INDONESIA DIRECTORATE GENERAL OF CIVIL AVIATION DIRECTORATE OF AIRWORTHINESS AND AIRCRAFT OPERATIONS
RUNWAY SAFETY MINISTRY OF TRANSPORT REPUBLIC OF INDONESIA DIRECTORATE GENERAL OF CIVIL AVIATION DIRECTORATE OF AIRWORTHINESS AND AIRCRAFT OPERATIONS RUNWAY SAFETY A runway safety issue is any safety issue
More informationICAO Aerodrome s Manual. AERODROME S INSPECTOR WORKSHOP St. Maarten, MAHO June 2012
ICAO Aerodrome s Manual AERODROME S INSPECTOR WORKSHOP St. Maarten, MAHO 11-15 June 2012 Objectives - Identify the requirements listed in Annex 14 regarding the development and maintenance of an aerodrome
More informationSection 32 TABLE OF CONTENTS Airfield and Aircraft Operations. 32.A General B Aircraft
Section 32 TABLE OF CONTENTS Airfield and Aircraft Operations Section: Page 32.A General... 32-1 32.B Aircraft... 32-4 32-i THIS PAGE INTENTIONALLY LEFT BLANK 32-i SECTION 32 Airfield and Aircraft Operations
More information14 CFR Part 139, Certification of Airports
Federal Aviation Administration Associate Administrator for Airports 14 CFR Part 139, Certification of Airports Final Rule March 2004 1 Summary of Revision Modifies current requirements to address Changes
More informationIT IS CITILINK S MISSION TO PROVIDE SAFE, COURTEOUS AND DEPENDABLE PUBLIC TRANSPORTATION AT THE MOST REASONABLE COST TO OUR COMMUNITY.
ACCESS RIDE GUIDE 1 IT IS CITILINK S MISSION TO PROVIDE SAFE, COURTEOUS AND DEPENDABLE PUBLIC TRANSPORTATION AT THE MOST REASONABLE COST TO OUR COMMUNITY. Citilink Access serves the needs of customers
More informationGeneral Arrival / Safety Briefing
General Arrival / Safety Briefing Welcome to SAFECON 2011 hosted by The Ohio State University in Columbus, Ohio. This guide will provide you with some general and essential information for the SAFECON
More informationAlbuquerque Aerostat Ascension Association
Attachment C Albuquerque Aerostat Ascension Association Balloon Flight Operations Manual AAAA Flying Events AAAA Balloon Flight Operations Manual Table of Contents This manual has been prepared as part
More informationSECTION 32. Airfield and Aircraft Operations
SECTION 32 Airfield and Aircraft Operations 32.A Airfields General. 32.A.01 The following safety requirements shall be in addition to the airfield's safety requirements. When an airfield has safety requirements
More informationCHAPTER 1 EXECUTIVE SUMMARY
CHAPTER 1 EXECUTIVE SUMMARY 1 1 EXECUTIVE SUMMARY INTRODUCTION William R. Fairchild International Airport (CLM) is located approximately three miles west of the city of Port Angeles, Washington. The airport
More informationTANZANIA CIVIL AVIATION AUTHORITY SAFETY REGULATION CHECKLIST FOR INSPECTION OF SURFACE MOVEMENT GUIDANCE CONTROL SYSTEM (SMGCS)
Page 1 of 11 AERODROME NAME: ICAO REFERENCE CODE: TRAFFIC DENSITY CLASS: (see Note 3) VISIBILITY CONDITION: (see Note 3) AERODROME INSPECTOR: DATE: S/N ICAO A SURFACE MOVEMENT GUIDANCE CONTROL SYSTEM 1
More informationKLHQ Fairfield County Emergency Response Plan (August 13, 2012)
(August 13, 2012) Purpose The purpose of this plan is to ensure the safe and efficient handling of emergency situations that may arise at the Fairfield County (KLHQ) Lancaster, Ohio Airport. It is intended
More informationFlight Regularity Administrative Regulations
Flight Regularity Administrative Regulations (Ministry of Transport 2016 #56) As of March 24, 2016, the Flight Regularity Administrative Regulations has been approved on the 6 th ministerial meeting. It
More informationIrregular Operations (IROPS)
Irregular Operations (IROPS) Introduction The Passenger Bill of Rights prohibits domestic flights from remaining on the tarmac for more than three hours. International flights may remain on the tarmac
More informationBrunswick Executive Airport. Airport Safety Program
Brunswick Executive Airport Airport Safety Program Why Runway Incursions FY 14 FY 13 FY 12 FY 11 1 st Quarter 298 273 226 215 2 nd Quarter 258 287 267 246 3 rd Quarter 359 328 352 257 4 th Quarter 349
More informationJUNEAU RUNWAY INCURSION MITIGATION (RIM) PROGRAM JANUARY 25, 2017
JUNEAU RUNWAY INCURSION MITIGATION (RIM) PROGRAM JANUARY 25, 2017 1 Agenda Program Description Runway Incursions Design and Geometry Deficiencies Runway 8/26 Operations Potential Mitigation Next Steps
More informationUNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION OFFICE OF THE SECRETARY WASHINGTON, D.C.
2012-4-15 UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION OFFICE OF THE SECRETARY WASHINGTON, D.C. Issued by the Department of Transportation On the Thirteenth day of April, 2012 Frontier Airlines,
More informationREPORT 2014/111 INTERNAL AUDIT DIVISION. Audit of air operations in the United Nations Operation in Côte d Ivoire
INTERNAL AUDIT DIVISION REPORT 2014/111 Audit of air operations in the United Nations Operation in Côte d Ivoire Overall results relating to the effective management of air operations in the United Nations
More informationNational Transportation Safety Board Aviation Incident Final Report
National Transportation Safety Board Aviation Incident Final Report Location: Cleveland, OH Incident Number: Date & Time: 06/26/2009, 0856 EDT Registration: Aircraft: BOMBARDIER INC DHC-8-202 Aircraft
More informationFSBREAK $100 Hamburger Fly in to KSAN
FSBREAK $100 Hamburger Fly in to KSAN 1. Position your aircraft off the runway. It is important to always move your aircraft to an appropriate position before connecting to VATSIM. Many simulators start
More informationRUNWAY INCURSION PREVENTION PROGRAM ICAO NAM/CAR/SAM RUNWAY SAFETY/INCURSION CONFERENCE Mexico City, 22 to 25 October 2002
RUNWAY INCURSION PREVENTION PROGRAM ICAO NAM/CAR/SAM RUNWAY SAFETY/INCURSION CONFERENCE Mexico City, 22 to 25 October 2002 I n t e r n a t i o n a l A i r T r a n s p o r t A s s o c i a t I o n I A T
More informationAudit of Acme Air Training Manual to Advanced Aircrew Academy Online 135 Pilot Recurrent and Initial Curriculums - EXAMPLE
Audit of Acme Air Training Manual to Advanced Aircrew Academy Online 135 Pilot Recurrent and Initial Curriculums - EXAMPLE Advanced Aircrew Academy will provide an online training center with the following
More informationFinal report on aircraft serious incident
Final report on aircraft serious incident Case no.: 18-007F002 Date: 11. January 2018 Location: Reykjavik Airport (BIRK) Description: Airplane took off without a takeoff clearance Investigation per Icelandic
More informationCHECKLIST DJI MAVIC PRO
CHECKLIST DJI MAVIC PRO BEFORE GOING OUT 1. Verify NOTAM 2. Airspace clearance CLEARED 3. Mission accepted by HFO ACCEPTED 4. Weather forecast 5. Airworthiness 6. Onboard battery voltage 7. RC-control
More informationII.B. Runway Incursion Avoidance
References: AC 91-73 Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should develop knowledge of the elements related to proper incursion
More informationChapter 16. Airports Authority of India Manual of Air Traffic Services Part RESPONSIBILITY IN REGARD TO MILITARY TRAFFIC
Chapter 16 16.1 RESPONSIBILITY IN REGARD TO MILITARY TRAFFIC 16.1.1 It is recognized that some military aeronautical operations necessitate non-compliance with certain air traffic procedures. In order
More informationES Aircraft Deicing Document Identification Number Date: March 15, ) Activity Description:
ES-301-1.06 Aircraft Deicing Document Identification Number ES-301-1.06 Date: March 15, 2018 Document Owner: Keith Pass 1) Activity Description: Aircraft deicing is the application of aircraft deicing
More informationVancouver Airport Authority. Contractor Safety Management Program [CSMP] Airside Contractor & Construction Safety
Vancouver Airport Authority Contractor Safety Management Program [CSMP] Airside Contractor & Construction Safety - 2017 CSMP Contractor Expectations - 2017 i Contents Contents Contents Introduction ii
More informationAndy s Guide for Talking on the Radios
The Basics Andy s Guide for Talking on the Radios The radios are used to both get and transmit information to/from external sources or agencies. Talking on the radios is really not difficult; but unlike
More informationAir Operator Certification
Civil Aviation Rules Part 119, Amendment 15 Docket 8/CAR/1 Contents Rule objective... 4 Extent of consultation Safety Management project... 4 Summary of submissions... 5 Extent of consultation Maintenance
More informationAIR LAW AND ATC PROCEDURES
1 The International Civil Aviation Organisation (ICAO) establishes: A standards and recommended international practices for contracting member states. B aeronautical standards adopted by all states. C
More informationAppendix D AIRSIDE VEHICLE DRIVING BEST PRACTICES
Appendix D AIRSIDE VEHICLE DRIVING BEST PRACTICES Note. This guidance is a compilation of material drawn from many sources including ICAO, IATA, ACI and a number of aerodromes that already operate vehicle
More informationAmerican Eagle Ground Deicing Manual
G. AMERICAN EAGLE DEICING AUDIT This audit form is to be utilized when accomplishing an audit of station facilities, equipment, personnel, manuals, etc. in accordance with the American Eagle Ground Deicing
More informationDriving Training Class. Presented by: Lancaster Airport Authority
Driving Training Class Presented by: Lancaster Airport Authority Driving is a Privilege Driving on the airport, airport apron and ramps is a privilege and can be revoked at anytime for any reason. Violations
More informationCOVER SHEET. Reduced Vertical Separation Minimum (RVSM) Information Sheet Part 91 RVSM Letter of Authorization
COVER SHEET Reduced Vertical Separation Minimum (RVSM) Information Sheet Part 91 RVSM Letter of Authorization NOTE: FAA Advisory Circular 91-85, Authorization of Aircraft and Operators for Flight in Reduced
More informationA PILOT S GUIDE To understanding ATC operations at Lancaster Airport
A PILOT S GUIDE To understanding ATC operations at Lancaster Airport - 1 - Welcome to the Lancaster Airport (This material shall be used for informational purposes only) The Air Traffic Controllers at
More informationAVIATION RULES OF THE KYRGYZ REPUBLIC APKR-6 "OPERATION OF AIRCRAFT" Annex 6 Flight time limitations and flight duty time 01-Sep-2016
AVIATION RULES OF THE KYRGYZ REPUBLIC APKR-6 "OPERATION OF AIRCRAFT" Annex 6 Flight time limitations and flight duty time 01-Sep-2016 Contents Contents... 2 1 Definitions... 3 2 Purpose and scope... 3
More informationThe presentation was approximately 25 minutes The presentation is part of Working Group Meeting 3
This is the presentation for the third Master Plan Update Working Group Meeting being conducted for the Ted Stevens Anchorage International Airport Master Plan Update. It was given on Thursday March 7
More informationDOT 3-Hour Rule Master Plan
DOT 3-Hour Rule Master Plan DOT 3-Hour Rule Master Plan (continued) Page 2 of 13 Table of Contents A. BACKGROUND... 3 B. COMPASS AIRLINES PLAN AND RESPONSIBILITY... 4 C. SOC PLAN... 5 1. Departure Delays...
More informationDrone Pilot Course. Lesson 1 Study Guide- Regulations. Questions take from ASA Remote Pilot Test Prep Guide
Lesson 1 Study Guide- Regulations 1. You are operating a 1280g (2.8lb) quadcopter for your own enjoyment. What FAA regulation is this suas operation subject to? a. 14 CFR 107 b. 14 CFR 101 2. You have
More informationTANZANIA CIVIL AVIATION AUTHORITY AIR NAVIGATION SERVICES INSPECTORATE. Title: CONSTRUCTION OF VISUAL AND INSTRUMENT FLIGHT PROCEDURES
Page 1 of 8 1. PURPOSE 1.1. This Advisory Circular provides guidance to personnel involved in construction of instrument and visual flight procedures for publication in the Aeronautical Information Publication.
More informationInvestigation Report. Identification. Factual information. German Federal Bureau of Aircraft Accidents Investigation. TX002-0/07 September 2008
German Federal Bureau of Aircraft Accidents Investigation Investigation Report TX002-0/07 September 2008 Identification Type of incident: Incident Date: 12 January 2007 Place: Aircraft: Manufacturer /
More information40 BEALEAFBI OCTOBER Chapter 8 RQ-4 OPERATIONS
40 BEALEAFBI11-250 1 OCTOBER 2012 Chapter 8 RQ-4 OPERATIONS 8.1. CERTIFICATE OF AUTHORIZATION. Pilots will comply with each COA and LOA in effect between Beale and other Air Traffic Control (ATC) facilities.
More informationSAFECON 2015 GENERAL ARRIVAL BRIEFING KOSU
SAFECON 2015 GENERAL ARRIVAL BRIEFING KOSU NOTE: A COPY OF THIS GUIDE MUST BE KEPT IN EACH AIRCRAFT AND COMPETITORS MAY BE ASKED QUESTIONS BY THE SAFETY JUDGES AT ANY TIME DURING THE SAFECON. ALL COMPETITORS
More informationENGINEERS FLYING CLUB OKLAHOMA CITY, OKLAHOMA OPERATIONS MANUAL
ENGINEERS FLYING CLUB OKLAHOMA CITY, OKLAHOMA OPERATIONS MANUAL This Operations Manual may be amended at any time by a majority vote of the Board of Directors. Changes made will go into effect after thirty
More informationPrivate Pilot Flight Training
Student: Date Completed: Private Pilot Flight Training TAXIING Objective: To develop the student's planning and technique in taxi operations. Elements: 1. Proper brake check and correct use of brakes.
More informationAn advisory circular may also include technical information that is relevant to the rule standards or requirements.
Advisory Circular AC61-19 Pilot Licences and Ratings Flight Examiner Ratings Revision 13 02 July 2018 General Civil Aviation Authority advisory circulars contain guidance and information about standards,
More informationNational Transportation Safety Board Aviation Incident Final Report
National Transportation Safety Board Aviation Incident Final Report Location: Los Angeles, CA Incident Number: Date & Time: 08/16/2007, 1257 PDT Registration: Aircraft: Boeing 737-700 Aircraft Damage:
More informationCENTRAL TEXAS COLLEGE AIR AGENCY No. DU8S099Q SYLLABUS FOR AIRP 1451 INSTRUMENT GROUND SCHOOL Semester Hours Credit: 4_. Instructor: Office Hours:
CENTRAL TEXAS COLLEGE AIR AGENCY No. DU8S099Q SYLLABUS FOR AIRP 1451 INSTRUMENT GROUND SCHOOL Semester Hours Credit: 4_ Instructor: Office Hours: I. INTRODUCTION A. The training course outline meets part
More informationINSTRUMENT RATING (SENIOR PRIVATE PILOT) UK FLIGHT TEST STANDARDS
INSTRUMENT RATING (SENIOR PRIVATE PILOT) UK FLIGHT TEST STANDARDS This document applies to Senior Private Pilot exams within UK airspace only, and should not be used elsewhere as some subjects are only
More informationII.J. 14 CFR and Publications
References: 14 CFR Parts 1, 61, 91; NTSB Part 830; AC 00-2; FAA-H-8083-25; POH/AFM; AIM Objectives Key Elements Elements Schedule Equipment IP s Actions SP s Actions Completion Standards The student should
More informationVFR PHRASEOLOGY. The word IMMEDIATELY should only be used when immediate action is required for safety reasons.
VFR PHRASEOLOGY 1. Introduction 1.1. What is phraseology? The phraseology is the way to communicate between the pilot and air traffic controller. This way is stereotyped and you shall not invent new words.
More informationDelta Air Lines, Inc. How Airports and Airlines Can Enhance Collaboration in Operations
Delta Air Lines, Inc. How Airports and Airlines Can Enhance Collaboration in Operations April 20, 2016 Kirk Thornburg Vice President, Aviation Safety and Corporate Quality Compliance Delta Internal Perspective
More informationFor Airport Environmental Services. Date Released: August 27, 2018 Deadline for Submission: 5:00pm, September 17, 2018
COUNTY OF INYO REQUEST FOR QUALIFICATIONS For Airport Environmental Services Date Released: August 27, 2018 Deadline for Submission: 5:00pm, September 17, 2018 County of Inyo Public Works Department P.O.
More informationGeneric OpSpec A332 - DRAFT
A332. Flag Operations in Excess of 16 Hours Block Time (Ultra Long Range (ULR) Operations) HQ Control: 11/27/07 HQ Revision: 000 a. Applicability. (1) This OpSpec has been issued because the certificate
More informationMemphis International Airport 2013 Triennial Emergency Exercise. After Action Report
Memphis International Airport 2013 Triennial Emergency Exercise After Action Report Part of this document has been redacted pursuant to 49 CFR 1520 Protection of Sensitive Security Information. Triennial
More informationAppendix A COMMUNICATION BEST PRACTICES
Appendix A COMMUNICATION BEST PRACTICES 1. GENERAL 1.1 It is apparent from investigation reports and surveys regarding runway safety occurrences that communication issues are frequently a causal or contributory
More information