CAUTION! JET BLAST ON APRON 23.-24.5.2017
2 Prague Airport video
Prague Airport facts and figures
Prague Airport Václav Havel Main Gateway to the Czech Republic LKPR / PRG 11 km distance from the downtown 13 million PAX in 2016 (15 mil. expected 2017) 137k MVTS in 2016 (max. 179k in 2008) 46 MVTS per hour of declared capacity RWY 06/24: 3715x45 m RWY 12/30: 3250x45 m Terminal 1: Schengen Terminal 2: Non-Schengen Terminal 3: General Aviation Terminal 4: Military 2 cargo terminals 5 APRONs 90 aircraft parking stands 4 A380 + B747-8 regularly
Prague Airport Václav Havel Milestones MILESTONES IN AIRPORT S HISTORY 1937 FIRST FLIGHT 1968 TERMINAL NORTH 1 AREA OPENED 1990-2005 TERMINAL 1 EXPANSION 1995 3,000,000 PAX 2003 START OF T2 CONSTRUCTION 2005 10,800,000 PAX 2006 TERMINAL 2 OPENED 2007 VOTED BEST AIRPORT IN CEE 2008 12,630,000 PAX, 175,000 MVT 2009 VOTED BEST AIRPORT IN EE 2011 IATA EAGLE AWARD 2012 TOTAL RWY RECONSTRUCTION 2013 A380 CERTIFICATION 2015 TRIPLE-BRIDGE GATE FOR A380 2016 2nd ROUTES EUROPE AWARDS 2016 2016 13,040,000 PAX 2017 80 YEARS ANNIVERSARY, 15 MPAX EXPECTED 5
Prague Airport Václav Havel A Z APRON NORTH T1 T2 FIRE STATION HANGAR F METEO APRON SOUTH T3 T4 L 6
www.prg.aero/safety/ Five-star Airport Safety Calm down Think Do Check Write down Contacts Ing. Libor Kurzweil, Ph.D. Director SMS, SeMS, QM Safety Manager Prague Airport K Letišti 6/1019 160 08 Prague 6 t +420 220 112 645 m +420 724 550 576 libor.kurzweil@prg.aero 8
Regulations related to Jet Blast 9
Regulations related to Jet Blast 1. ICAO Annex 14 - requirement for a runway blast pad - note for deicing pads and TWY bridges - Jetblast on Apron? NIL! 2. ICAO Aerodrome Design Manual, Part 2 - extensive guidance material - see Appendix to this presentation 3. EASA CS-ADR-DSN (design specifications for aerodromes) - corresponds to ICAO Annex 14 4. Manufacturer s aircraft manuals for Airport planning - diagrams of Jetblast contours on idle / breakaway / takeoff power - jetblast velocity safe to personnel is not specified 10
B 737 NG 11
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Reality at airports 13
Target audience: All ground staff, managers Safety.. Issued: May 2016 briefs 38 Areas marked in red may be affected by exhaust gases of velocities, that might endanger people. No presence of staff and passengers during taxi of A380! Safe distance behind the aircraft is 130 m www.prg.aero/safety Created 2016 by Prague Airport, Safety Management Department Feel free to distribute. Email us if you want to be added to the distribution list or removed safety@prg.aero
Prague Three piers with bays in between 90 turns in front of aircraft stands Taxi situations, where safe distances on breakaway power recommended by manufacturers are not met 15
Singapore Changi Piers with bays in between 90 turns in front of aircraft stands Taxi situations, where safe distances on breakaway power recommended by manufacturers are not met 16
Frankfurt Piers with bays in between 90 turns in front of aircraft stands Taxi situations, where safe distances on breakaway power recommended by manufacturers are not met 17
JFK Piers with bays in between 90 turns in front of aircraft stands Taxi situations, where safe distances on breakaway power recommended by manufacturers are not met 18
London Heathrow Piers with bays in between 90 turns in front of aircraft stands Taxi situations, where safe distances on breakaway power recommended by manufacturers are not met 19
Berlin Brandenburg No bays Jet blast risk eliminated by airport design 20
London City Jet blast is a main risk factor of Apron operations 21
Risks related to Jet Blast 22
Safety Risks Idle power is not that risky. Caution is neccessary in situation whenbreakaway power is used: 1. when applying breakaway power to get the aircraft moving that temporarily a high or medium power setting is required. - expectable situations: commencing taxi from stand / after push - non-expectable situations: interrupting and stopping taxi for any reason 2. when an arriving aircraft is turning on to the stand centreline. The risk is further increased if for any reason the aircraft stops, then applies the additional thrust required to breakaway and continue the manoeuvre. Ideally, the aircraft should be kept moving to ensure that breakaway power is not required. 3. An aircraft positioning onto stand with a single engine taxi, may make unpredictable and unfamiliar thrust inputs to enable the aircraft to manoeuvre. There is the increased potential for the power input to be much higher than normal. 23
Solutions mitigating the risk of Jet Blast 24
1. Jetblast deflectors Prefered solution where applicable 25
2. Demonstrate Safety to CAA by Safety study Example from PRG The Airport has bays with five aircraft stands on each taxilane; just one aircraft allowed to be pushed at a time. Caused significant delays in departure peaks. Idea: to allow multi-push of two aircraft to the same taxilane at a time, with a distance of 100 m between them. Question: Jet blast Safety? 26
2. Demonstrate Safety to CAA cont d Measuring of wind velocities and personal feeling in distances of 90 m and 70 m behind medium sized aircraft commencing taxi on breakaway power. Result: Jetblast itself was not dangerous to ground personnel in case of clean surface. Danger: dust, small stones, other FOD lifted by airflow. Conclusion: multiple pushbacks separated by 100 m were approved by the CAA together with frequent and precise surface cleaning. 27
3. Publish & promote Minimum thrust on Apron Identify Jetblast sensitive places / taxi manoeuvers Publish a request for minimum thrust to pilots in AIP Install information signs at critical airside areas if your airport is Jetblast sensitive, think twice of single engine taxi procedures. The engine runs on higher power and has larger jetblast contours Image of Airsight 28
4. Avoid non-standard breakaway manoeuvers Case study 1: happened in Europe 2016 Jet blast incident after pilot of 737 got lost during taxi and instructed to make nonstandard 180 turn under 30% thrust on both engines, influenced working area, several light injuries. Safety recommendation ATC to announce all non-standard taxi manoeuvres to airport operations. Dispatcher to check the situation behind and decide if to continue on power / or to shut down and tow. Case study 2: happened in Europe 2016 Jet blast incident of Apron bus side window being broken and blown into the bus full of passengers. Caused by 747-8 taxiing nearby on breakaway+ power; crew freshly retrained from 747-400; But new engines of 747-8 have slower response to input from pilots Safety recommendation when aircraft stops taxi at critical areas, shutdown of engines is mandatory and continuation is possible by towing only. 29
5. Keep ground personnel and pilots aware of risk Example of best practice: Operational Safety Instruction of London Luton Airport Jet engine efflux and propeller or rotor wash is a potential hazard from the blast created by all aircraft engines. It is common when applying breakaway power to get the aircraft moving that temporarily a high or medium power setting is required. There may be an increase of thrust when an arriving aircraft is turning on to the stand centreline. The risk is further increased if for any reason the aircraft stops, then applies the additional thrust required to breakaway and continue the manoeuvre. Ideally, the aircraft should be kept moving to ensure that breakaway power is not required. An aircraft positioning onto stand with an unserviceable engine, may make unpredictable and unfamiliar thrust inputs to enable the aircraft to manoeuvre. There is the increased potential for the power input to be much higher than normal. All employers shall induct staff, visitors and contractors, operating on the aprons, concerning the risks associated with aircraft rotors and propellers. Ground crews must ensure that the area immediately behind an aircraft, plus the zone immediately in front of the engine intakes, is clear before giving clearance for engine start. Ground crews must notify pilots of any potential hazard that could be created by the starting of engines. As a matter of routine, aircraft are permitted to make a turn on some selected stands or parking areas where dimensions permit. In this event, aircraft shall be marshalled into position. Consideration shall be given to other parked aircraft when positioning an aircraft for nose out and self manoeuvre departure. Aircraft are to keep all engines running (notwithstanding any fuel economy measures) in order to limit the need for high thrust levels. Ideally, the aircraft should be kept moving to ensure that break-away power is not required. If this cannot be achieved within the confines of the aprons, an aircraft may be asked to shut down engines and a push or tow initiated to manoeuvre the aircraft. Engines must not be run for test reasons when the aircraft is on stand, except as an approved ground idle engine run. Engines should be shut down as soon as operationally practicable once the aircraft is parked. Aircraft anti-collision beacon(s) must remain on until the engines have run down. Pilots must use the minimum power necessary to get/keep the aircraft moving, particularly when in the Apron Area. 30
6. etaxi Case study 1: uni-fleet terminals, all etaxi Case study 2: mixed-fleet terminals Safety effect: very positive all movements perfectly safe; ground staff and PAX protected even if they enter a zone behind taxiing aircraft Crossing of taxiways by GSE safe immediately after aircraft passes Safe conditions for Airport works nearby TWYs Caution: cases of etaxi inoperable / unused must be treated carefully, preferably by push/pull. Safety effect: partial procedures set always for mixed fleet of aircraft, i.e. w.r.t. Jetblast. etaxi better protects ramp personnel that work behind aircraft Safer conditions for Airport works nearby TWYs Severity of Jetblast incident remains the same, probability goes down. 31
7. Promo 32
Positive effect of Jetblast 33
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Contact to Safety Management Ing. Libor Kurzweil, Ph.D. Director of Quality, Safety and Processes Management Safety Manager Prague Airport K Letišti 6/1019 160 08 Praha 6 t +420 220 112 645 m +420 724 550 576 libor.kurzweil@prg.aero
Appendix Aerodrome Design Manual 36
ICAO Aerodrome Design Manual, Part 2 1/10 37
ICAO Aerodrome Design Manual, Part 2 2/10 38
ICAO Aerodrome Design Manual, Part 2 3/10 39
ICAO Aerodrome Design Manual, Part 2 4/10 40
ICAO Aerodrome Design Manual, Part 2 5/10 41
ICAO Aerodrome Design Manual, Part 2 6/10 42
ICAO Aerodrome Design Manual, Part 2 7/10 43
ICAO Aerodrome Design Manual, Part 2 8/10 44
ICAO Aerodrome Design Manual, Part 2 9/10 45
ICAO Aerodrome Design Manual, Part 2 10/10 46