AIRPORT FAMILIARIZATIONLESSON ONE

INTRODUCTIONAIRPORT FAMILIARIZATION

The typical commercial airport is a busy place.

There are many individuals and agencies performing multiple tasks. Successful operation requires everyone to work together efficiently.

CASE STUDYAIRPORT FAMILIARIZATION

June 1st, 1999

American Airlines Flight 1420 crashes 24 seconds after touchdown at Little Rock National Airport.

Rescue crews are initially unable to find the crash site. Bad weather, limited visibility and miscommunications delay the rescue process.

Afterword, the NTSB report speculates that a quicker ARFF responsemight have resulted in fewer casualties.

Regardless of the responding department or size of the airport, emergency response personnel must be able to reach any point on the

airport – even at night or in inclement weather.

What does an Aircraft Rescue Firefighter need to know about the airport in order to quickly and efficiently respond to an emergency?

IMPORTANT DOCUMENTATIONAIRPORT FAMILIARIZATION

The Airport Certification Manual and Airport Emergency Plan provide detailed information about the airport and the responsibilities of the

airport fire department.

All airports are required to have an Airport Certification Manual (ACM) that describes how the airport meets its operating requirements. Each

airport’s ACM is approved by the FAA. The manual is provided to pertinent airport officials, including ARFF personnel.

The Airport Certification Manual includes:

• Information about the airport’s owners• A grid map and other ways to identify airport locations and features• The airport’s system of runway and taxiway identification• ARFF responsibilities and requirements• Hazardous materials and cargo information• Copies of self-inspection forms

The Airport Emergency Plan (AEP) is a specific plan for responding to emergency situations, and may be included as part of the ACM or as a

standalone document.

The Airport Emergency Plan is required to contain:

• Assignment of emergency responsibility• Lines of authority and organizational relationships• Emergency response coordination• Emergency protection of people and property• Identification of available response and recovery

These documents contain lifesaving information.

All ARFF personnel should be familiar with both the Airport Emergency Plan and Airport Certification Manual.

TYPES OF AIRPORTSAIRPORT FAMILIARIZATION

There are numerous ways to categorize airports. Different federal, state and nonprofit organizations classify airports differently, based on volume, function or aircraft size.

CATEGORIZED BY AIR TRAFFIC CONTROL STATUS:

Controlled Airports have an operation tower and air traffic controllers.

Uncontrolled Airports do not have a staffed control tower, but may during specific times.

Airports, categorized by size:

• LARGE HUB – Serving >1% of the nation’s air traffic• MEDIUM HUB – Serving .25-1% of the nation’s air traffic• SMALL HUB – Serving .05-.25% of the nation’s air traffic• NON HUB PRIMARY – Serving more than 10,000 passengers

annually, but less than .05% of the nation’s air traffic• NON PRIMARY COMMERCIAL – Serving 2,500-10,000

passengers annually• RELIEVER – Relieves congestion at primary airports; provides

general aviation services to the community

It is important that you are familiar with your airport’s classification, because this designation determines the needed fire protection.

UNDERSTANDING AIR TRAFFIC PATTERNS

AIRPORT FAMILIARIZATION

The vast majority of aircraft incidents occur during takeoff and landing, despite the fact that departure and arrival represent a small percentage

of total flight time.

Understanding these flight patterns is critical for ARFF personnel.

• CROSSWIND LEG – A flight path at right angles to the landing runway of its upwind leg

• DOWNWIND LEG – A flight path parallel to the landing runway in the direction opposite to landing

• BASE LEG – A flight path at right angles to the landing runway’s approach end

• FINAL APPROACH – The portion of the landing in which the aircraft is lined up with the runway and is heading straight to land

Components of a Typical Traffic Pattern:

All aircraft must fly this traffic pattern unless they have declared an emergency.

Aircraft that have declared an emergency are given priority to land and may deviate from standard flight patterns.

The Segmented Circle is an airport marker system that is located in the center of some airports. Illuminated by lights at night, it usually contains a windsock. Traffic pattern indicators extend outward from the circle and identify the appropriate landing pattern for the airport.

NAVIGATING THE AIRPORTAIRPORT FAMILIARIZATION

Understanding the airport’s physical layout – its markings, policies and communication procures – is essential for effective and safe

emergency response.

The Air Operations Area (AOA) is the area inside the airport where aircraft movement takes place. The AOA is divided into two primary areas:

MOVEMENT AREAS include runways, taxiways and safety areas.

NON-MOVEMENT AREAS include all areas inside the airport boundary other than runways, taxiways and safety areas.

Movement areas may have large paved areas to park vehicles during an emergency situation. Most airports also have free movement areas – perimeter and surface roads – where vehicles can move independent of air traffic control.

Aircraft always have the right-of-way over ground vehicles. The only exception is when air traffic control explicitly authorizes ground vehicles to have the right-of-way.

On-Airport Navigation Aids (NAVAIDs) provide point-to-point guidance information or position data to aircraft in flight.

AIRPORT BEACONS

Color Combinations• White and Green –

Lighted land airport• White and Yellow –

Water airport• Green, Yellow and White –

Lighted heliport• White, White and Green –

Military airport• White, Green and Red –

Hospital and/or emergency services heliport

AIRPORT BEACONS

Flashing Rates• 24-48 per minute for beacons

marking airports, landmarks and points on Federal airways

• 30-45 per minute for beacons marking heliports

LOCALIZER

The localizer provides runway centerline guidance to aircraft. It is placed about 1,000 feet from the far end of the approach runway.

GLIDE-SLOPE PATH

The glide-slope path is the signal that provides vertical guidance to aircraft during the ILS approach. The standard glide-slope path is 3 degrees downhill to the approach-end of the runway. The antenna is located 1,000 feet from the end of the runway.

PRECISION APPROACH PATH INDICATOR (PAPI)

A light system positioned beside the runway that consists of four boxes of lights that provide a visual indication of an aircraft's position on the glide path for the associated runway. The PAPI is usually located on the left side of the runway and can be seen up to five miles away during the day and twenty miles at night.

Too Low

Slightly LowCorrect Angle Slightly High

Too High

ALSF – 2

• A high-intensity approach lighting system that provides a visual lighting path for landing aircraft on Cat II and Cat III Runways

• Lights are spaced 100 feet apart, starting from the runway threshold. Usually consists of a 2,400 foot-long array of lights but can be longer or shorter, depending on local terrain and requirements.

ALSF – 2

System control of the sequential flashing lights is accomplished through the master controller selecting one of three light intensities:• Low• Medium• High

Both the sequence flashing and the steady light systems provide for local or remote control.

MALSR

• Medium-intensity approach lighting system that provides a visual lighting path for landing aircraft

• Lights are spaced 200 feet apart, starting from the runway threshold. Usually consists of a 2,400 foot-long array of lights but can be longer or shorter, depending on local terrain and requirements.

MALSR

System control of the sequential flashing lights is accomplished through the master controller selecting one of three light intensities:• Low• Medium• High

Both the sequence flashing and the steady burning light systems provide for either local or remote control.

WIND SOCK

Lighted and frangible mounted wind socks are installed near the approach end of each runway, opposite the 1,000 foot mark (fixed distance marker) and 150 feet off the left side of the runway.

Airport firefighters:

• Need to be able to identify and locate NAVAID equipment• Should choose routes that do not hamper NAVAID

Airport ramps are the most congested areas on the airport. ARFF personnel should be aware of:

• Pedestrian traffic• Fuelling, maintenance and baggage operations• Ground power units• Hazardous materials

Ground vehicles should be aware of foreign object debris (FOD), avoid parking behind aircraft and watch for moving aircraft.

TAXIWAYS

Taxiways are roadways for aircraft surface movement. They may runparallel to or cross runways.

Taxiways designations are not standardized and are generally determined locally.

Taxiways are given letter names such as taxiway "Alpha", "Foxtrot", "Hotel" according to the International Phonetic Alphabet.

Primary taxiways are indicated on signs and markings by just their letter: "A", "F", “H". Secondary taxiways are indicated on signs and markings by two

letters: “EL”, “EK”, “EM”.

Taxiways such as high speed exits (HSE’s) can be designated by a letter-number combination such as E1, A6, R2.

TAXIWAY LIGHTING

Denied Access LightsIndicates a closed taxiway or taxiway end.

Taxiway Intersection LightsOne steady, yellow, omni-directional light thatindicates intersecting taxiways.

Taxiway Edge LightsBlue in color and used to outline the edges of taxiways.

Taxiway Center LightsGreen lights marking the center of the taxiway.

TAXIWAY LIGHTING

Lead-On / Lead-Off LightsWarns pilots and vehicle operators that they are within the runway environment or instrument landing system critical area.

TAXIWAY MARKINGS

Taxiway Edge Lines

Two solid yellow stripes mark theedges of the taxiway.

Taxiway Centerline

One solid yellow stripe indicatesthe center of the taxiway.

TAXIWAY MARKINGS

Taxiway Denied Access

Marks a closed runway ortaxiway entrance.

Pattern A – Runway Holding Position Marking

Marks holding position before going onto runway.

If approaching from the solid line, all traffic must stop at the line and obtain clearance from the tower before crossing.

If approaching from the broken line side, the hold position marking is non-applicable and vehicles can cross without clearance.

TAXIWAY MARKINGS

Runway B – ILS HoldingPosition Marking and POFZ Marking

The instrument landing system(ILS) broadcasts signals that guidearriving aircraft to the runway. EachILS has a critical area thatmust be kept clear of obstaclesthat could block the signal.

Pattern C – IntermediateHolding Position Marking

Intermediate holding positionmarkings are provided at anylocation of a taxiway where airtraffic control requires the aircraftto hold.

TAXIWAY MARKINGS

Non-movement Area Boundary Marking

Used to mark the areas that are not under air trafficcontrol. To cross this line, vehicles must get permission fromground control. The solid yellow line is located on the Non-Movement Area side while the dashed yellow line is on theMovement Area side.

TAXIWAY MARKINGS

Enhanced Taxiway Centerline Marking

A larger centerline marking used at larger, commercial service airports. Warns the pilot they are approaching a runway holding position marking and should prepare to stop.

TAXIWAY MARKINGS

Vehicle Roadway MarkingThe areas within which a vehicle cansafely drive.

Apron Entry PointAlso known as spots, they have a number and indicate access to a terminal.

RUNWAYS

Runway numbers are taken from the nearest compass bearing, relative to magnetic north, rounded off to the nearest 10 degrees.

Compass bearings start at north and run clockwise from 0 to 360 degrees.

RUNWAY DESIGNATION SYSTEM

• A runway with a compass heading of 360 degrees is numbered 36 for aircraft approaching from the south.

• The same runway is numbered 18 for aircraft approaching from the north because from that direction it has a compass bearing of 180 degrees.

• Parallel runways are indicated by a number followed by L (left), R (right) or C (center).

RUNWAY LIGHTINGRunway Edge LightsWhite lights spaced 200’ apart. Amber from 2000’ to runway end.

Runway Center LightsWhite spaced 50’ apart. Alternating red/white 3000’ to 1000’ from runway end. Red for last 1000’ to runway end.

Runway Touchdown Zone LightsRows of white light bars (three lights in each row) spaced 100’ apart on either side of the centerline over the first 3,000’.

Runway Threshold LightsRed/green lights used to ensure that pilots of both landing and departing aircraft know exactly where the runway begins and ends, respectively.

RUNWAY LIGHTING

31L

Runway End Identifier Lights (REILS)

Provides rapid identification of the end of the runway. The system consists of two synchronized flashing lights, one on each corner of the runway landing threshold at an angle of 10 to 15 degrees.

RUNWAY LIGHTING

RUNWAY LIGHTING

Runway Guard Lights

Visual aids to help pilots identify therunway hold bar. Consists of a pair ofelevated flashing yellow lightsinstalled on either side of the taxiway.

RUNWAY LIGHTING

Runway Status Lights – RWLSFully automatic advisory safety system designed to reduce the number and severity of runway incursions and thus prevent runway accidents while not interfering with airport operations. RWSLs are designed to be compatible with existing procedures and are comprised of Runway Entrance Lights (RELs), Takeoff Hold Lights (THLs), and NEW Runway Intersection Lights (RILs).

Runway Status Lights – Runway Entry Lights (REL)Red warning lights placed at taxiway centerlines before the hold bar to signal that it is unsafe to enter or cross a runway because it is occupied by high-speed traffic such as an aircraft taking off or landing.

RUNWAY LIGHTING

36L

RUNWAY LIGHTING

Runway Status Lights – Take-off Hold Lights (THL)Red warning lights placed on runways at departure positions that indicate itis unsafe to take off because the runway ahead is occupied by another aircraft.

RUNWAY LIGHTINGL13

Displaced Threshold LightsLights marking a displaced threshold- any threshold that is not at thebeginning or end of a runway.

RUNWAY LIGHTING

RUNWAY MARKINGS

Threshold Bar

Bar at the beginning (threshold)of the runway.

Threshold Markings

Indicates threshold at thebeginning of the runway.

RUNWAY MARKINGS

Runway Designation

Numbers that indicate the compassheading of the runway (dropping the “0”from the end of the number). Can includeadditional letters if there is more thanone runway going in that direction.

RUNWAY MARKINGS

Fixed Distance Marking

Blocks that indicate 1,000 feetfrom the beginning of therunway.

RUNWAY MARKINGS

Touchdown Zone Marking

Provides pilots a visual indicator ofwhere they should make contact with the runway when landing.

Centerline

Marks the center of the runway.

RUNWAY MARKINGS

Runway Side StripesMarks that indicate the edges of the runway.

ChevronArrows on the blast pad in front of a runway.

RUNWAY MARKINGS

Land and Hold Short Operations (LAHSO)

Markings that indicate where a plane must hold, after landing.

AIRFIELD SIGNAGE

AIRFIELD SIGNAGE

Mandatory Holding Position Sign

Designates the holding position forthe runway that is about to be entered.

Mandatory Holding Position Signfor Runway Approach Areas

Holding position on taxiways that pass in front of a runway approach.Must be treated as any other holding position.

AIRFIELD SIGNAGE

Mandatory ILS HoldingPosition

Designates holding positionsprior to entering ILS areas.

Mandatory No Entry Sign

Designates an area that is not to be entered.

AIRFIELD SIGNAGE

Mandatory ILS HoldingPosition

Marks holding position for taxiway. Used for Land and Hold Short Operations (LAHSO).

Mandatory No Entry Sign

Located on opposite side of holding position sign. Indicates that the runway is being exited.

AIRFIELD SIGNAGE

ILS Critical Area Boundary Sign

Located on opposite side of ILS holding position sign. Indicates that the ILS area is being exited.

Taxiway Location Sign

Designates the taxiway youare currently on.

AIRFIELD SIGNAGE

Runway Location Sign

Designates which runway you arecurrently on.

Runway Exit Direction Sign

A directional sign that indicates ataxiway exit off a runway.

AIRFIELD SIGNAGE

Inbound Destination Sign

For arriving aircraft. Gives directionsto common paths to a terminal.

Outbound Destination Sign

For aircraft departing an airport. Gives directions to common paths to a runway.

AIRFIELD SIGNAGE

Taxiway Ending Marker

Indicates end of taxiway.

Runway Distance Remaining Sign

Gives remaining runway length, inthousands of feet.

The runway safety area is the area surrounding a runway capable of supporting aircraft without damaging them.

No object or vehicle may be present in the safety area

when the runway is open.

AIRPORT SECURITYAIRPORT FAMILIARIZATION

Airports serving air carrier operations will have a Security Identification Display Area (SIDA). Personnel in this area must have an appropriate badge or be escorted.

Badges or codes may be required to access certain airport structures.Alert airport security to lapses or breeches in security.

Controlled Access Points restrict access to unauthorized persons and vehicles.

• Manned gates• Identification badge readers• Genie operated gates• Key controlled gates• Manually operated barricades

Be aware of fences and gates around the airport. Know fences that can be removed or driven over. Know accessible locations that are available even in inclement weather.

VEHICLE MOVEMENT AND ACCESS RULES AND REGULATIONS

AIRPORT FAMILIARIZATION

COMMUNICATIONS

Provide a primary and, when necessary, an alternate means of communication between:

• Control Tower and responding ARFF personnel

• Dispatcher and ARFF vehicles at the incident site

• ARFF Incident Commander and the Emergency Aircraft

VEHICLE LIGHTING

The standard identification lighting is a yellow flashing light that is mounted on the uppermost part of the vehicle structure.

VEHICLE MARKINGS

Vehicles are painted or marked in colors that contrast with the background environment and optimize daytime and nighttime visibility and identification. Yellowish-green is the vehicle color standard.

AIRPORT MAPS AND FEATURESAIRPORT FAMILIARIZATION

Every airport has unique features, from large bodies of water to nearby highways.

These are key factors in determining the best route for ARFF vehicles.

Grid Maps are used to identify ground locations. They should include response areas outside airport traffic patterns and control zones.

Grid maps usually include a 5-15 mile radius of the airport and should include:

• Pertinent terrain features• Standard map symbols• Emergency locations• Nearby buildings for possible structural response

DIAGRAM MAPS

Runway• Designations• Dimensions• Elevations• Frequencies

Taxiway Designations

Structures• Terminals• Hangers• Hotels• Fire Stations

Many airports present structural fire protection problems similar to those of a small city.

Hangers, hotels, restaurants, cargo facilities, parking garages and offices may have their own emergencies, or be affected by aircraft emergencies.

Structures of high concern for ARFF personnel include:

• TERMINALS – Large groups of people unfamiliar with exit locations

• JETWAYS – Paths for smoke and fire to travel between terminal and aircraft

• BAGGAGE/STORAGE AREAS – Underground locations make it difficult to reach with fire suppression operations

• MAINTANANCE FACILITIES – Numerous chemicals and electronics perceptible to fire and explosion

Water sources are an important airport feature.

Hydrants are usually located near airport structures and perimeter roads. Most airports do not have hydrants in movement areas. Water may also be delivered by water tanker or storage tanks.

AIRPORT FAMILIARIZATION

AIRPORT FUEL SYSTEMS AND HAZARDOUS MATERIALS

Fueling systems are the number one fire consideration at airports. Fire prevention measures focus on spillage and eliminating potential ignition sources.

Common fuel-related safety hazards include:

• Poor safety practices• Fuel vapor• Ignition

Ignition sources

• Static electricity• Adverse weather• Electromagnetic energy• Open flames

Fuel is loaded onto aircraft with one of three methods:

• Underground piping and underground fuel hydrants• Fueling islands• Tanker truck

To transfer fuel, truck drivers must hold open a “dead-man device” which will shut down the fueling operation if released. Fuel trucks must also have emergency shut-down switches and fire extinguishers.

Larger aircraft receive fuel from single-point connections under the wing. In addition, almost all planes have over-the-wing fuel connections that fill directly into tanks.

VALVES AND PUMPS• System controls can be operated

remotely from a central control room through a computer monitoring system

• Electronic Emergency Backup Systems

• Manual valve controls at the distribution pumps and storage tanks

• Valves are the weakest link – Keep them cool

COMPROMISES AND LEAK CONTROL

Secondary Containment Systems such as dikes must be made of an impermeable product that oil cannot seep through.

In addition, secondary containment must be able to hold 110 percent of the total amount of the primary containment.

ARFF firefighters’ responsibilities include:

• Studying the location of fuel facilities • Learning the functions and operations of shutoff valves and

switches• Conducting quarterly inspections• Being familiar with refueling vehicles

Airport fuel drainage systems:

• Are designed to control the flow of spilled fuel• Are equipped with drainage inlets with connecting piping or

trenches• Divert spilled fuel away from structures• Must not drain into storm water systems

HAZARDOUS MATERIALS

A key component of emergency response is Situational Awareness. Know your environment.

Common hazardous materials stored/used at airport facilities include:• Jet A, Jet B, AVGAS• De-Icing Fluid• Hydraulic Fluid• Skydrol

AIRPORT FIRE STATIONSAIRPORT FAMILIARIZATION

Airport stations are situated in a central location and allow personnel to monitor the airfield. They may incorporate an observation tower.

From ARFF fire stations, personnel should visually monitor:

• Taxing operations• Fueling and defueling operations• Roads, taxiways and fire lanes• Weather conditions

CONCLUSION

In the confusion following an emergency or incident, responders need to be able to respond quickly and effectively. The ability to navigate the airport – and understand its unique challenges and resources – is crucial to minimizing loss of life and destruction of property.