Airport Operation Management

1
Airport Operation Management
2
Topics

• Pavement Management
• Aircraft Rescue and Fire Fighting
• Snow and Ice Control
• Safety Inspection Programs
• Bird and Wildlife Hazard Management

3
Pavement Management

• The definition of minimum quality standard for
  airfield pavement by U.S. regulation
• Pavement edges shall not exceed 3 inches
  difference in elevation between abutting pavement
  sections and between full-strength pavement and
  abutting shoulders.
• Pavement surfaces shall have no hole exceeding 3
  inches in depth or any hole the slope of which
  from any point in the hole to the nearest point
  at the lip of the hole is 45 degrees or greater
  as measured from the pavement surface plane,
  unless, in either case, the entire area of the
  hole can be covered by a 5-inch diameter circle.
• Pavement shall be free of cracks and surface
  variations which could impair directional control
  of air carrier aircraft.

4
Pavement Management

• The definition of minimum quality standard for
  airfield pavement by U.S. regulation (continue)
• Mud, dirt, sand, loose aggregate, debris, foreign
  objects, rubber deposits, and other contaminants
  shall be removed promptly and as completely as
  practicable, with exceptions for snow and ice
  removal operations.
• Any chemical solvent that is used to clean any
  pavement area shall be removed as soon as
  possible, with exceptions for snow and ice
  removal operations.
• The pavement shall be sufficiently drained and
  free of depressions to prevent ponding that
  obscures markings or impairs safe aircraft
  operations.

5
Pavement Management

• Runways are typically paved using one of two sets
  of materials.
• Runways may be constructed of flexible (asphalt)
  or rigid (concrete) materials.
• Concrete, a rigid pavement that can remain useful
  for 20 to 40 years, is typically found at large
  commercial service airports and former military
  base airfields. Runways made of rigid pavements
  are typically constructed by aligning a series of
  concrete slabs connected by joints that allow for
  pavement contraction and expansion as a result of
  the loading of aircraft on the pavement surface,
  and as a result of changes in air temperature.
• Runways constructed from flexible pavement
  mixtures are typically found at most smaller
  airports. Flexible pavement runways are typically
  much less expensive to construct than rigid
  pavement runways. The life of asphalt runways
  typically lasts between 15 and 20 years, given
  proper design, construction, and maintenance.

6
Pavement Management

• Periodic on-the-ground inspections can easily
  spot joint openings, surface cracks, and other
  problems before the runway becomes a hazard to
  aviation operations. Specific runway conditions
  that are considered hazards include alligatoring
  of asphalt surfaces, pavement cracking, rutting,
  raveling, and the creation of potholes.
• ???????????????,????????,?????????????????????????
  ??????,??????????????

7
Pavement Management

• The following symptoms provide evidence of
  potential pavement failures
• Ponding of water on or near pavement.
• Building up of soil or heavy turf at pavement
  edges, preventing water runoff.
• Clogged or overgrown ditches
• Erosion of soil at pavement edges
• Open or silted-in joints
• Surface cracking or crumbling
• Undulating or bumpy surfaces

8
Pavement Management

• The FAA defines pavement maintenance as "any
  regular or recurring work necessary, on a
  continuing basis, to preserve existing pavement
  facilities in good condition, any work involved
  in the care or cleaning of existing pavement
  facilities, and incidental or minor repair work
  on existing pavement facilities. Pavement
  maintenance involves, for example, sealing of
  small surface cracks.
• The FAA defines pavement rehabilitation as the
  "development required to preserve, repair, or
  restore the financial integrity" of the pavement.
  Adding an additional layer of asphalt on the
  surface of a runway with the goal of
  restrengthening the pavement would be considered
  a rehabilitation.
• Though approaches to repairing pavements may
  differ, some experts note that appropriately
  timed maintenance and rehabilitation forestalls
  the need to replace the pavement entirely, termed
  pavement reconstruction, which is a far more
  expensive process. An appropriate maintenance
  program can minimize pavement deterioration.
  Similarly, rehabilitation can extend the time
  needed until the pavement must be replaced.

9
Pavement Management

• A proper pavement management program evaluates
  the present condition of a pavement and predicts
  its future condition through the use of a
  pavement condition index. By projecting the rate
  of deterioration, a life cycle cost analysis can
  be performed for various alternatives, and the
  optimal time of application of the best
  alternative is determined.
• During the first 75 percent of its life, a
  pavement's performance is relatively stable. It
  is during the last 25 percent of its life that
  pavement begins to deteriorate rapidly. The
  challenge of pavement management programs is to
  predict as accurately as possible when that 75
  percent life cycle point will be reached for a
  particular piece of pavement so its maintenance
  and rehabilitation can be scheduled at the
  appropriate times.
• The longer a pavement's life can be stretched
  until it must be rehabilitated, the lower the
  overall life cycle cost of the pavement will be.
  According to the FAA's own estimates, the total
  costs for ignoring maintenance and periodically
  rehabilitating poor pavement can be up to four
  times as high as the cost for maintaining the
  same piece of pavement in good condition.

10
Pavement Management

• Runway Surface Frictions
• Runway pavement surface friction is threatened by
  normal wear, moisture, contaminants, and pavement
  abnormalities. Repeated traffic movements wear
  down the runway surface.
• Wet weather can create dynamic or viscous
  hydroplaning. Dynamic hydroplaning is a condition
  where landing gear tires ride up on a cushioning
  film of water on the runway surfaces.
• Viscous hydroplaning occurs when a thin film of
  oil, dirt, or rubber particles mixes with water
  and prevents tires from making sure contact with
  pavement.
• Contaminants, rubber deposits, and dust particles
  accumulate over a period of time and smother the
  surface.
• The pavement itself might have depressed surface
  areas that are subject to ponding during periods
  of rainfall.

11
Pavement Management

• Runway Surface Frictions
• The most effective and economical method of
  reducing hydroplaning is runway grooving.
  One-quarter-inch grooves spaced approximately 1
  1/4 inches apart are made (generally with diamond
  blades) in the runway surface.
• These safety grooves help provide better drainage
  on the runway surface, furnish escape routes for
  water under the tire footprint to prevent dynamic
  hydroplaning, and offer a means of escape for
  superheated steam in reverted rubber skids.
• Grooving also assists in draining surface areas
  that tend to pond, reducing the risks of spray
  ingesting, fluid drag on takeoff, and impacting
  spray damage.
• Unfortunately, the grooves become filled with
  foreign matter and must be cleaned periodically.
• The removal of rubber deposits and other
  contaminants includes use of high-pressure water,
  chemical solvents, and high-velocity impact
  techniques.

12
??????????????
13
????????????????????
?? ?? ????
2004/10/18 ???? TNA536(??)
2004/08/24 ???? FEA182(??)
2004/07/02 ???? UIA826(??)
2003/08/24 ?????? FEA055 (??)
2000/04/24 ???? FEA1201 (??)
14
(No Transcript)
15
(No Transcript)
16
(No Transcript)
17
????????????

• ??????94?03?07??????????????????????????

18
????????????

• ????????????????,????????????,????????????????????
  
• ??????????????,???????????????????2?2.9.4????,???
  ?????????
• 1.DAMP-???????????
• 2.WET-???????????
• 3.WATER PATCHES-????????????
• 4.FLOODED-??????????

19
????????????

• ???????????,?????????????????????(AIP)?????

20
????????????

• ?????????????????????,?????????????????????????,??
  ?????

21
????????????

• ?????????????????????,???????????????,????????????
  ????????????,??????????????
•  

22
(No Transcript)
23
(No Transcript)
24
(No Transcript)
25
(No Transcript)
26
(No Transcript)
27
(No Transcript)
28
(No Transcript)
29
??????????????

• ?????
• ??
• ??????
• ???????
• ??
• ??????
• ???????????????????????????
• ???????????????????????????

30
Aircraft Rescue and Fire Fighting

• Although the incidents of fires and emergencies
  occurring at an airport are rare, when they do
  occur, especially on an aircraft, the fire
  fighting and rescue capabilities at the airport
  may mean the difference between life and death
  for pilots, passengers, and other airport
  personnel. Because of this, aircraft rescue and
  fire fighting (ARFF) services are strongly
  recommended at all airports and are required to
  be present at all airports.
• For most of the airports, an agreement with local
  municipal rescue and firefighting agencies is
  also necessary.
• The characteristics of aircraft fires are
  different from those of other structures and
  equipment because of the speed at which they
  develop and the intense heat they generate.
  Because of this, ARFF uses combinations of water,
  dry chemicals, and aqueous film-forming foam
  (AFFF) to fight aircraft-based and other airfield
  fires.

31
Aircraft Rescue and Fire Fighting

• The U.S. regulation indicates a minimum response
  time of the first vehicle to an incident, defined
  by the ability to reach the midpoint of the
  runway farthest from the vehicle's assigned post,
  of 3 minutes from when an alarm is sounded, with
  all other vehicles required to the scene within a
  minimum of 4 minutes.
• Until the 1960s, airport fire fighting equipment
  consisted of little more than modified versions
  of the gear used by municipal fire services.
  Today, nearly every major airport is equipped
  with rapid intervention vehicles (RIVs) able to
  reach runways within 2 minutes of an alarm.
  Heavy-duty vehicles are designed to cross rough
  ground to reach a distant runway or go into rough
  terrain, where many accidents tend to occur.

32
(No Transcript)
33
(No Transcript)
34
Aircraft Rescue and Fire Fighting

• Training is a key ingredient to the overall
  effectiveness of ARFF.
• The followings are the recommended basic training
  items
• Airport familiarization
• Aircraft familiarization
• Rescue and fire fighting personnel safety
• Emergency communications systems at the airport,
  including fire alarms
• Use of the fire hoses, nozzles, turrets, and
  other appliances required for compliance
• Application of the types of extinguishing agents
  required for compliance
• Emergency aircraft evacuation assistance
• Fire fighting operations
• Adapting and using structural rescue and fire
  fighting equipment for aircraft rescue and fire
  fighting
• Aircraft cargo hazards
• Familiarization with firefighters' duties under
  the airport emergency plan

35
Aircraft Rescue and Fire Fighting

• Furthermore, at least one ARFF person on duty
  must be trained in emergency medical care,
  covering the following areas
• Bleeding
• Cardiopulmonary resuscitation
• Shock
• Primary patient survey
• Injuries to the skull, spine, chest, and
  extremities
• Internal injuries
• Movement of patients
• Burns
• Triage

36
Snow and Ice Control

• Aircraft deicing
• he presence of ice or significant snow
  accumulation on an aircraft's wings or fuselage
  has potential significant adverse effects on the
  performance of aircraft in flight. Because of
  this, the removal of such accumulations is
  required prior to flight. This removal process is
  known as aircraft deicing.
• Aircraft deicing is accomplished by spraying one
  of two types of heated aqueous solutions onto the
  aircraft. The heat of the solution and the force
  of the spray melt and remove the accumulation.
  The chemical properties of the solution act as an
  antifreeze to prevent significant accumulation
  prior to takeoff.

37
Safety Inspection Programs

• Clearly one of the most important concerns of
  airport management is operational safety. To
  ensure those regulations regarding to safety are
  continuously met, airport management should carry
  out a comprehensive safety inspection program.
• the following general categories in which
  emphasis on elimination, improvement, or
  education are suggested
• Hazards created by weather conditions such as
  snow, ice, and slush on or adjacent to runways,
  taxiways, and aprons
• Obstacles on and around airfield surfaces
• Hazards that threaten the safety of the public
• Hazards created by erosion, or broken or damaged
  facilities in the approach, takeoff, taxi, and
  apron areas
• Hazards occurring on airports during construction
  activity, such as holes, ditches, obstacles,
  and so forth
• Bird hazards adjacent to the airport
• Inadequate maintenance personnel or equipment

38
Safety Inspection Programs

• A typical Safety Inspection ModelPDCA Model
• PPlan
• DDo
• CCheck
• AAction (feedback)

39
Bird and Wildlife Hazard Management

• Birds and other wildlife striking aircraft in
  operation in the vicinity of an airport has the
  potential to cause serious damage to aircraft and
  loss of human life.
• In 2001, over 5,600 aircraft reported a wildlife
  strike, nearly five times the amount reported in
  1990. Between 1990 and 2001, an estimated 400
  million per year in aircraft damage and over
  500,000 hours per year of aircraft downtime was
  associated with these events. Because most
  strikes occur on or near airports, emphasis on
  bird and wildlife management is mandated.
• A flock of birds ingested into a jet engine at
  takeoff can cause a dangerous stall, and a single
  large bird hitting an engine with the force of a
  bullet might smash a fan blade that can cost
  thousands of dollars to replace.
• Airport managers, as well as all other members of
  the aviation community, are aware of the hazards
  that can be caused by birds.

40
(No Transcript)
41
(No Transcript)
42
Bird and Wildlife Hazard Management

• There are a variety of control techniques
  available that can be used individually or in
  combination, including
• Elimination of food sources through better
  planning and implementation of a regimen for
  vegetation management on the airport property.
• Elimination of habitat such as trees, ponds,
  building ledges, and other roosting areas.
• Physical annoyance, such as noisemakers,
  high-pressure water from fire hoses, and decoys,
  such as papiermache owls to frighten birds.
• Chemical treatment to cause dispersal and
  movement of flocks or death Effective insect
  control would also be a part of chemical
  treatment.
• Continual upgrading of scientific methods used in
  assessing the effectiveness of different bird
  control techniques.
• Better training and management of a team
  dedicated to bird hazard management.
• Use of firearms or other mechanical means of
  killing.
• The use of trained birds of prey, such as falcons
  and hawks, complements a number of other measures
  enacted in recent years in the fight against bird
  strikes. Moreover, several airports have turned
  to border collies as an effective way to chase
  birds.

43
(No Transcript)