AIRPORT SERVICES MANUAL - Webnodefiles.repuloterek-civil-katonai-kozos.webnode.hu/200000024... ·...

DOC 9137-ANB98 Part 5

AIRPORT SERVICES MANUAL

PART 5

REMOVAL OF DISABLED AIRCRAFT

THIRD EDITION - 1996

Approved by the Secretary General and published under his authority

INTERNATIONAL CIVIL AVIATION ORGANIZATION

Copyright International Civil Aviation Organization Provided by IHS under license with ICAO

Not for ResaleNo reproduction or networking permitted without license from IHS

--`,,```,,,,````-`-`,,`,,`,`,,`---

Published in separate English, French, Russian and Spanish editions by the International Civil Aviation Organization. All correspondence, except orders and subscriptions, should be addressed to the Secretary General.

Orders for this publication should be sent to one of the following addresses, together with the appropriate remittance (by bank draft, cheque or money order) in U.S. dollars or the currency of the country in which the order is placed.

Document Sales Unit International Civil Aviation Organization 1 OOO Sherbrooke Street West, Suite 400 Montreal, Quebec Canada H3A 2R2 Tel.: (514) 285-8022 Telex: 05-245 13

Sitatex: YULCAYA Fax: (514) 285-6769

Credit card orders (Visa or American Express only) are accepted at the above address.

Egypt. ICAO Representative, Middle East Office, Egyptian Civil Aviation Complex, Cairo Airport Road, Heliopolis. Cairo 1 136 1

France. Repdsentant de I’OACI, Bureau Europe et Atlantique Nord, 3 &is, villa &mile-Bergerat, 92522 Neuilly-sur-Seine (Cedex).

I n d i a . Oxford Book and Stationery Co., Scindia House, New Delhi 1 lo001 or 17 Park Street. Calcutta 70001 6.

Japan. Japan Civil Aviation Promotion Foundation, 15-12, I-chome, Toranomon, Minato-Ku, Tokyo. Kenya. ICAO Representative, Eastern and Southern African Office, United Nations Accomm&ion,

P.O. Box 46294, Nairobi. Mexico. Representante de la OACI, Oficina Norteamtrica, Centroamkrica y Caribe,

Apartado postal 5-377. C.P. 06500, Mbxico, D.F. Peru. Representante de la OACI, Oficina SudamCrica, Apartado 4127, Lima 100. Senegal. Repdsentant de I’OACI, Bureau Afrique occidentale et centrale, Boite postale 2356. Dakar. Spain. A.E.N.A. - Aeropuertos Espaiioles y Navegaci6n A h a , Calle Juan Ignacio Luca de Tena, 14,

Planta Tercera, Despacho 3. 1 1, 28027 Madrid. Thailand. ICAO Representative, Asia and Pacific Office, P.O. Box 11, Samyaek Ladprao,

United Kingdom. Civil Aviation Authority, Printing and Publications Services, Greville House, Bangkok 10901.

37 Gratton Road, Cheltenham, Glos., GL50 2BN.

The Catalogue of ICAO Publications and Audio Visual Training Aids

Issued annually, the Catalogue lists all publications and audio visual training aids currently available.

Monthly supplements announce new publications and audio visual training aids, amendments, supplements, reprints, etc.

Available free from the Document Sales Unit, ICAO



--`,,```,,,,````-`-`,,`,,`,`,,`---

Airport Services Manual

(DOC 9137-ANB98)

Part 5 Removal of Disabled Aircraft

Third Edition - 1996



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9337 P A R T r S t* 484141b 0079507 T72

AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in the monthly Supplements to the Catalogue of ICAO Publications and Audio Visual Training Aids, which holders of this publication should consult. These amendments are available free upon request.

No. Date Entered by

(ii)



--`,,```,,,,````-`-`,,`,,`,`,,`---

Foreword

The provisions of Annex 14, Volume I, recommend that States establish a plan for the removal of aircraft disabled on or adjacent to the movement area of an airport. The Annex also recommends the designation of a co-ordinator to implement the plan when necessary, and indicates some of the factors to be taken into account in the preparation of the plan. The purpose of this manual is to assist States in the implementation of these specifications and thereby help to ensure their uniform application.

A disabled aircraft on or adjacent to the movement area is considered to be an important problem resulting in high cost to operators because of diversions, interruption of operations, and the consequent loss of revenues to the airport. The problem of removal of a disabled aircraft has become increasingly serious as the volume of operations has increased and as heavier aircraft have been introduced into service. Most airports, even large airports, find it economically impossible to store all the equipment necessary for the removal of a disabled aircraft. It has been generally agreed that the most feasible approach to the problem is for States, in consultation with operators, to prepare a plan for each airport for the removal of a disabled aircraft and to make arrangements with other States and anports for the pooling of specialized equipment required. To overcome the problem, airlines have made arrangements so as to make specialized equipment available on short notice on a world-wide basis and kits have been strategically placed around the world.

This manual discusses the responsibility for removing a disabled aircraft, emphasizes the need for pre-arranged

agreements with operators, nearby companies and other airports for the expedtious removal of a disabled aircraft, and gives a description of the arrangements made by the airlines to provide assistance to any party if it so requests.

This manual also illustrates some of the various methods used, equipment employed, equipment available, and concepts for aircraft recovery. In this regard, it is important to note the availability of aircraft recovery documents detailing information on methods for recovery of some large aircraft. These documents have been developed by the aircraft manufacturers and provide information relative to the equipment, special tools and procedures to recover the aircraft. The documents are normally limited to recovery methods which raise the aircraft with jacks, lifting bags, or cranes, enabling the landing gear to be lowered, repaired or replaced as necessary for the aircraft to be towed and/or connected with the recovery vehicle(s).

ICAO wishes to acknowledge the assistance of the International Air Transport Association (IATA) and Airports Council International (ACI) in the development of this manual.

It is intended that this manual be kept up to date with inputs from UTA and ACI. Future editions will most likely be improved on the basis of experience gained and of comments and suggestions received from users of this manual. Readers are therefore invited to give their views, comments and suggestions on this edition. These should be directed to the Secretary General of ICAO.

(iii)



--`,,```,,,,````-`-`,,`,,`,`,,`---

Table of Contents

Page

Chapter 1 . General ........................ 1

1.1 Introduction ....................... 1 1.2 Responsibilities .................... 1

Chapter 2 . Disabled Aircraft Removal Plan . . . . . 2

2.1 Establishment of the plan . . . . . . . . . . . . . 2 2.2 Airline pooling arrangements . . . . . . . . . 3

Chapter 3 . Procedures and Techniques . . . . . . . . 5

3.1 General ........................... 5 3.2 Defuelling ......................... 7

Chapter 4 . Equipment ...................... 9

4.1 General ........................... 9

removal equipment . . . . . . . . . . . . . . . . . . 10 4.2 Suggested disabled aircraft

Page

Chapter 5 . Methods ........................ 15

5.1 General ........................... 15 5.2 Typical methods of recovery . . . . . . . . . . 15 5.3 Removal of small aircraft . . . . . . . . . . . . . 16 5.4 Removal of large aircraft . . . . . . . . . . . . . 16

Chapter 6 . Availability of Disabled Aircraft Removal Information ...................... 27

6.1 General ........................... 27

Appendix 1 . Outline of a Disabled Aircraft Removal Plan ............................ 29

Appendix 2 . Airline Pooling Arrangements - Designated Aircraft Recovery Equipment Providers . . . . . . . . . . . . . . , . . . . . . . . 33



--`,,```,,,,````-`-`,,`,,`,`,,`---

Chapter 1

General

1.1 INTRODUCTION

Note.-- Except as specified in Annex 13. wreckage of aircrafr should be L e f t undisturbed until the arrival of the Investigator-in-Charge of the accuient investigation. Detailed guidance on the initial action at the scene of the accident, preservation of the evidence. etc., may be found in the Manual of Aircraft Accident Investigation (Doc 6920).

1.1.1 Aircraft may become immobilized on an airport for a variety of reasons ranging from incidents, such as a burst tire or an aircraft running off a runway or taxiway, to major accidents involving partial or complete disintegration of the aircraft. In the past, the equipment and organization required to deal with any of these incidents have not been extensive, but in recent years aircraft have increased in size and mass, greatly increasing the difficulty of the task. Whereas it was once possible to remove an aircraft in a matter of hours, removal of a large aircraft after an accident or incident may now take much longer.

1.1.2 If the disabled aircraft is on a part of an airport where it interferes with the movement of other aircraft, exwtious removal is important to the travelling public, to other operators and to the airport authority as well as to the registered owner or operator concerned. Since lifting and removing a disabled aircraft is a complex and potentially dangerous task, it will not always be possible for the airport to be cleared as quickly as the airport authority would wish, particularly as any further damage to the aircraft during its removal should be avoided as far as possible.

1.2 RESPONSIBILITIES

1.2.1 Large aircrqft. The control of the actual lifting and removal of a large aircraft shall be the responsibility of the registered owner or operator concerned, who will seek advice where necessary from the insurance representative, the aircraft manufacturer, a local airline or a contractor. The airport authority may not possess the knowledge or experience needed to ensure that the lifting and removal are effected as s w l y as is consistent with safety to the personnel concerned and with the avoidance of further damage to the aircraft. However, if the registered owner or operator cannot remove the aircraft or is dilatory in doing so, the auport management should have authority to act for the owner or operator with minimum delay. To ensure that secondary damage does not occur, it is important that such authoritative provisions do not imply that other than proper recovery procedures may be used for removal of disabled aircraft.

1.2.2 Small aircrafl. With small aircraft the task will often be much simpler and it m y be possible for the airport authority, with the agreement of the registered owner or operator concerned, to undertake the removal of the aircraft.

1.2.3 Apart from this immediate responsibility in each case, a considerable responsibility falls on both airport authority and aircraft owner or operator if the task of removal is to be started and completed as quickly as possible. An efficient recovery operation requires adequate planning before an accident occurs, as well as the availability of the right equipment. The manner in which these responsibilities are shared between the airport and the owner or operator varies from one airport to another according to local circumstances.

I



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9337 P A R T * 5 X * U 484143b 0079511 4T3

Chapter 2

Disabled Aircraft Removal Plan

2.1 ESTABLISHMENT OF THE PLAN

2.1.1 Annex 14, Volume I, recommends that aplan for the removal d aircraft disabled on or adjacent to the movement area be established for an airport. ’The main purpose of the plan is to make suitable arrangemnts to ensure the prompt arrival of the appropriate general recovery equipment and of any experts whose presence may be required for the removal operation. The arrangements should be cosrdinated with the accident investigation authority. It is important to ensure that all airlines using the airport have made adequate plans and arrangements either separately or conjointly. Information on airline pooling arrangements and advantages gained in reaching an agreement between airlines for covering operations are mentioned in 2.2.

2.1.2 Unless a major maintenance base is situated on the airport, it is unlikely that the local staff will possess sufficient knowledge and experience to accept responsibility for the control of the removal operation. It is therefore imperative that a co-ordinator be designated to implement the disabled aircraft removal plan. This person should be present at the =ne as quickly as possible. Where the advice of insurance or manufacturers’ representatives will be needed, arrangements might similarly be made for their speedy attendance.

2.1.3 IIhe disabled aircraft removal plan should be based on the characteristics of the aircraft that may normally be expected to operate at the airport and should include amongst other things:

a list of equipment and personnel on or in the vicinity of the airport which would be available for the removal operation. ?he list should include information on the type and location of heavy equipment or special units needed and the average time it will take to get cranes, etc., to the airport (see Chapter 4);

i n f i t i o n on access routes to all parts of the airport and any special routes needed for cranes in the vicinity of overhead power lines;

c) airpon grid maps of the type ref& to in Annex 14, VoIume I, Attachment A, Section 16 for use during aircraft removal operations;

d) means of maintaining security for such operations;

e) arrangements for the rapid receipt of aircraft recovery equipment kits available from other airports (see 2.2);

f) manufm’ data pertaming to aircraft recovery for the various types of aircraft which normally use the airport (see 5.1.1);

g) information on the availabiIity of human resources for road-making and other duties;

h) arrangements with the resident oil companies to ensure that the defuelling of the aircraft can be done at short notice. In certain cases, storagddisposal of the fuel may be required. Detailed information on aircraft defueIling is contained in 3.2;

i) arrangements for the provision of adequate clothing for the personnel on site as removal work generally entails long hours in the open, and often in unpleasant weather; and

j) arrangements for the speedy attendance of the Investigator-in-Charge at the scene of the accident.

2.1.4 Advance arrangements should be made to obtain the services of aircraft removal equipment and crews, through agreements with other airport authorities, with military airports, or with aeronautical industries in the vicinity of civil airports. An inventory of locally available general recovery equipment should be kept current. This would include, in addition to equipment l o c a t e d on the airport, that which construction contractors and other operatas of heavy machinery have in the vicinity and agree to make available. When arranging for equipment, it should be anticipated that a primary source of equipment or operators may not be available, and that a second or even a

2



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 97137 P A R T * S ** 4 8 Y l Y L b 0079532 33T

Part 5.- Removal of Disabled Aircraj? Chapter 2.-Disabled Aircraj? Removal Plan 3

third source for these services should be considered in the plan. Moreover, mere plans to call for heavy equipment are insufficient. An airport should have arrangements with equipment companies, and a commitment from these companies to provide the services when they are needed.

2.1.5 Arrangements and agreements should take into account the airlines’ and maintenance base operators’ plans and ability to perform expeditiously non-routine aircraft repairs on runways.

2.1.6 In planning for recovery equipment, particular attention should be paid to:

a) the furnishing and availability of a complete system for lifting or hoisting, and transport of aircraft;

b) the compatibility of recovery system components and the necessity of support equipment such as materials handling equipment, cranes, dollies, flat bed trucks, etc.;

c) the availability of heavy winching equipment, in view of the frequent use of this method of recovery.

2.1.7 Analysis of data on current recovery equipment indicates that the type of recovery equipment used does not make a big difference in the actual removal time. This is because of the time-consuming complex job of maintaining aircraft stability while lifting, jacking or raising the aircraft by various means. This timeansuming job is also related to the problems involved in arranging and using recovery equipment so as to prevent damage to the aircraft skin or structure. In view of these factors, the most significant time advantages can be gained by having agreements for recovery, having designated a co-ordinator to take charge of the over-all operation and having adequate recovery equipment on hand, or available to be flown in on short notice.

2.1.8 Finally, a set of removal orders should be prepared by the responsible authorities, setting down the procedure to be followed and allocating responsibility. The orders should include a list of all the equipment available on the anport and all the arrangements made far securing its immediate availability. ?his should apply both to equipment belonging to the anport and equipment belonging to operators. There should also be lists showing the names, addresses and telephone numbers of local civil engineering contractors who are willing to undertake recovery work, of the responsible officers of each airline who have to be notified of the accident and of the nearest representatives of aircraft and engine manufacturers.

2.1.9 An outline of a disabled aircraft removal plan is contained in Appendix 1.

2.2 AIRLINE POOLING ARRANGEMENTS

2.2.1 Local airline representatives should have a clear definition of their responsibility and authority to enter into contracts for removal services and airport authorities should be made aware of these arrangements. General recovery equipment, such as hand tools, cranes, tugs, etc., is usually available, and the vitally needed specialized lifting equipment, e.g. pneumatic lifting bags and jacks, is to be found at some locations around the world. With the advent of wide-body aircraft, the LATA airlines found it necessary to take preparatory measures to make such lifting equipment available on short notice on a world-wide basis. Because of the comparativelyhigh cost of this equipment, attention was paid to solving the problem of its provision at the least cost to the industry, consistent with adequate availability.

2.2.2 A working group within UTA and the International Airlines Technical Pool (IATP) analysed the requirements and reached the conclusion that 11 lifting kits, strategically placed around the world, would suffice to meet these requirements. By entering these 11 kits into the IATP pool of maintenance equipment and by devising a formula of cost-sharing for the airlines, based in principle on rate of exposures and operational areas, it was considered that the annual costs for the 11 lifting equipment kits could be shared in a reasonably equitable manna by the airlines participating in the pool.

22.3 As a result, a lifting kit consisting of six 23-tonne pneumatic lifting bags, two 73-tonne largeextension hydraulic jacks and one set of tethering equipment, stored on pallets and ready for immediate shipment to any accident location together with skilled operating personnel, is now available at Australia (Sydney), Brazil (Rio de Janeiro), France (Paris), India (Bombay), Japan (Tokyo), South Africa (Johannesburg), United Kingdom (London), and United States (Chicago, Honolulu, Los Angeles and New York). Several airports throughout the world have also invested in similar specialized equipment. The equipment in the kit is usable for the lifting of all types of commonly used commercial aircraft. In addition to these 11 kits, there are supplementary kits for the lifting of wide-body aircraft consisting each of two 40-tonne-pneumatic lifting bags.

2.2.4 These kits are available not only to the pooI member airlines but also to any other suffering party upon request, on a fee paying basis. If the suffering operator is not



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9137 PART*5 ** 48414Lb 0079513 276

4 Airport Services Manual

a m m b a of IATP, there will be a substantial charge for the usef of the kit. The responsibility for nansporting a kit from its pool location to where it is required lies with the suffering aircraft operator.

2.2.5 Experience indicates that the time spent after an accident for governmental investigation, obtaining permission from the insurance company (almost all insurance policies contain a clause indicating that, in the case of an aircraft incident or accident, the airline must inform the insurance company who will then give permission to proceed further), defuelling of the aircraft, mass reducing, providing access roads to the accident site, collecting general recovery equipment from local sources, etc., may easily amount to 20 hours or more., particularly in the case of larger aircraft types. The recovery kits are all kept in a state of preparedness for immediate shipment and it should, in most cases, be possible to air-transport a kit from the nearest location to the site of an accident in time for the commencement of the lifting operation.

2.2.6 Experience also appears to indicate that the subject equipment for lifting of immobilized aircraft will be needed in only approximately five cases of all accidents occurring during any one year around the world. A kit from one of the pool locations can be transported to any airport in the world where it may be required, within a maximum of approximately ten hours, and more often within five or six hours. Since it may take up to 20 hours before the kit can be used, it would appear that the operation of the airport will not be hindered by the unavailability of this special equipment. It has been claimed that the existing 11 kits in conjunction with the supplementary kits are sufficient to cover the small world-wide demand.

2.2.7 Should airline pooling arrangements exist at an airport, it would be desirable that the disabled aircraft removal plan for that airport include a list of the contact points for the IATP pool. A list of the current designated aircraft fecoveay equipment providers at each of the airports mentioned earlier is reproduced at Appendix 2 to this IlXUlUal.



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9137 P A R T * S ** 48414Lb 0079514 102

3.1 GENERAL

Chapter 3

Procedures and Techniques

3.1.1 lhe complexities and responsibilities involved in removing a disabled aircraft make it imperative that, as mentioned in 2.1.2, a co-ordinator be designated to take charge of the over-all removal operation.

3.1.2 Ihe functions of aircraft removal should be carried out with primary consideration given to the safety of all personnel working on the job, while ensuring that secondary damage does not occur to the aircraft and runway closure time is kept to a minimum. Over-all removal time can be reduced by doing things concurrently, such as getting removal equipment into place while the aircraft is being unloaded or readied for removal.

3.1.3 The amount and variety of equipment needed to remove a disabled aircraft necessitates that w o r t resources be considered by the airport authority to complement items available through the airlines and maintenance base operators. It is also desirable that cross-training be carried out for the various mechanics and crews available to work on these jobs, to ensure that special skill requirements are met.

3.1.4 Aircraft maintenance organizations, or the f m s that specialize in removal of disabled aircraft, are best qualified to do these jobs properly.

3.1.5 ?he following recommendations are advanced for consideration by those responsible:

a) the condition of the aircraft should be determined at the earliest opportunity not only in anticipation of repairs but also because it will influence the procedures and techniques for the removal operation;

b) efforts should be made to reduce the total mass of the aircraft to the minimum possible by the removal of such

0

items as fuel, cargo, etc., and, in some cases, major aircraft components to facilitate recovery:

whenever possible, the aircraft battery should be disconnected and removed prior to the condition survey OT to any preliminary work on the aircraft. If removal of the battery is not possible, the battery ground lead should be disconnected and insulated at a point where power will be removed fi-om the aircraft electrical busbars;

turn off the oxygen supply at the bottles;

check for hazardous materials on the cargo manifest and secure or remove as necessary;

interior portions of the aircraft should be ventilated before moving the aircraft after rescues have been carried out and fires, if any, extinguished;

runway and ground surfaces should be thoroughly flushed of all flammable liquid spills before moving the aircraft or permitting normal traffic to resume;

fuel tanks should be drained (approved methods followed for fire safety) prior to removing the aircraft if conditions necessitate and permit. A record of the quantity of fuel drained from each tank should be maintained, including idenhfication of the tank. Detailed information on aircraft defuelling procedures is contained in 3.2;

one rescue and fine fighting vehicle should be retained at the site while this work is performed:

the “No Smoking” rule should be enforced at the scene of the accident and in the immediate vicinity;

radio or telecommunication with the air traffic services unit should be provided if the removal operation interfera in any way with f l ight operations. Experience has shown that a mobile office in telephone or radio

5



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 PART*5 X * m 434143b 0079535 Oq9 m

6 Aimon Services Manual

communication with the air traffic services unit is desirable for efficient control of the removal operation;

1) the removal of the disabled aircraft should not cause any fiuthm secondary damage which would be unacceptable to the operator or aircraft owner, except in unusual circumstances where, fur the safety of other aircraft, the disabled aircraft may have to be removed as quickly as possible;

m) there may be a need to move the aircraft to a point where it can remain for an exteuded period;

n) safety inspection should be made prior to reopening operational areas, to determine that no hazardous pavement or shoulder conditions exist, and that lights operate.

3.1.6 Aircraft should not be moved without the approval of the accident investigation authority. However, in exceptional circumstances, where the safety of other aircraft is imperilled, the disabled aircraft should be removed as quickly as possible. If the aircraft or parts thmf must be moved prior to completion of the investigation, it is important that such operation not be canid out until:

a) photographs are taken;

b) the location and position of all major components are marked on the ground and

c) a diagram of the accident site including ground scars, is drawn.

The photographs should include general views of the aircraft from four directions. Damaged or separated parts should also be photographed. Photogaphs of the flight deck showing the position of all switches and controls should also be included. The location and position of the aircraft and separated parts of it should be indtcated by driving stakes into the ground or by marking on the surface, as appropriate. The diagram of the accident site should record the location of all major components and their relative position with respect to a reference point or line. The diagram should preferably be prepared on squared paper (see Figure 3-1). Detailed information on photographs to be taken and preparation of diagrams is contained in the Manual of Aircraft Accident Investigation (Doc 6920). If in the removal operation the aircraft or any part thereof is further damaged, such damage should be recorded so that it can be distinguished from impact damage.

3.2 DEFUELLING

General

3.2.1 From the standpoint of mass reduction and CG (centre of gravity) management, defuelling is of prime importance during the initial phases of the recovery operation. The total mass of fuel on board the aircraft can be considerable and, with the aircraft resting in an abnormal attitude, may cause a significant shift in the centre of gravity as the aircraft is righted to a normal attitude. During recovery d the aircraft there may be circumstances which will prevent following the normal defuelling procedures outlined in the maintenance manuals. These circumstances may include lack of electric power to operate the aircraft pumps, inability to connect refuevdefuel nozzles to any of the leading edge a d a p t e r s , or a rupture of the refbel manifold so that the fuel recirculates within the tank.

3.2.2 Conditions under which the aircraft is defuelled will no doubt significantly increase the time required compared to normal defuelling times; however, defuelling should be accomplished to the maximum extent possible before attempting to recover the aircraf&. Defuelling will require personnel who are thoroughly familiar with the aircraft fuel system, and will likely require a combination of different methock if complete defuelling is to be accomplished. The method for defuelling a disabled aircraft should be established only after a thorough investigation has beenmadetodetarninetheattitudeoftheaircraft atrestand the extent of damage to the structural and electrical systems. When this information is available, the proper selection of equipment and planning of a defuelling procedure can be initiated.

32.3 It is realizad that many removal operations can be accomplished without defuelling, but this decision should only be made at the site after a review of all conditions and calculations relative to removal mass, centre of gravity, resultant loads on jack points, etc., are m a d e .

3.2.4 When one main landing gear has collapsed, the transfer of fuel from the low wing tank(s) and body tank(s) to the opposite wing tank(s) outboard from the landing gear will reduce the mass of the low wing, thus decreasing the actual force needed to raise the low wing. Changes of centre of gravity (CG) must be considered.

3.2.5 Defuelling can be accomplished through the defbelling valves in one of two ways, under pressure from the boost pumps in the tank to be defuelled, or by suction kom a fuel truck defuelling pump. The most rapid means for



--`,,```,,,,````-`-`,,`,,`,`,,`---

Part 5.- Removal of Disabled Aircrafr Chapter 3.- Procedures and Techniques 7

Figure 3-1. Aircraft major component distribution diagram

defuelling results when the two methods are combined. Suction defuelling alone through the defuelling valves is extrernely slow. In addition, it is possible under certain circumstances to insert a suction hose through the overwing fill ports; however, the use of overwing fill ports should be considered as a last resort.

3.2.6 The quantity of fuel which can be removed will vary considerably depending on the method used and ?he attitude of the wing. If pumps are used, all d the usable fuel except any that is trapped because of the wing attitude can be removed from all the tanks. Any fuel remaining may normally be drained through the sump drain valves.

3.2.7 A summary of various methods for defuelling a disabled aircraft is given below. It is important to note that whichever system is employed, all applicable safety precautions nonnally used for fuelling and defuelling operations should be observed.

Methods for defieZling a disabled aircmji

A. N o m 1 defuelling

3.2.8 Normal defuelling may be accomplished where aircraft fuel and electrical systems have suffered little or no damage.



--`,,```,,,,````-`-`,,`,,`,`,,`---

I C A O 9137 PART+S ** E 484L41b 0079537 911

R Aimort Services Manual

B. Defuelling with aircrafrfuel system pumps and external electric power

3.2.9 When damage to the aircraft prohibits energizing the el&d system, individual aircraft pumps may be used by connecting power direct to the pump. Under these circumstances, a locally fabricated power cable may be employed to provide power directly to the pumps from a suitable external ground power source.

C. Suction defuelling

3.2.10 Suction defuelling can be accomplished with a fuel truck defuelling pump through the pressure fuelling receptacle. Suction dehelling can also be accomplished by insating a suction hose through the overwing fill ports, but

this method is only recommended as a last resort. Aircraft system pumps and suction defuelling performed simultanwly through the pressure fuelling receptacle will provide the highest flow rates possible and should be used when time is critical.

D. Fuel sump drain

3.2.1 1 In most cases where the aircraft is reasonably level and the tanks are defuelled, there will not be enough fuel left in the sumps to be concerned. However, if the ainxaft system pumps are inoperative and suction defuelling is not available, a very slow defuelling can be performed througb the sump drains. Many hours are required and the aircraft must be raised high enough for gravity filling of barrels, etc.



--`,,```,,,,````-`-`,,`,,`,`,,`---

Chapter 4

Equipment

4.1 GENERAL

4.1.1 The equipment for the removal of a disabled aircraft falls into three groups. First there is equipment which is specific to each aircraft type, such as wheel changing equipment, jacking pads, tow bars, etc. Such equipment is likely to be of use after any accident, whether major or minor, and should be immediately available on the airport, since in many cases it will be required at short notice. This equipment should be provided by the aircraft owner or operator, either from the owner or operator’s own resources or by arrangement with another operator at the auport .

4.1.2 The second group includes specialized vehicles and other equipment, which are peculiar to aircraft removal work, but which are not specific to any particular aircraft type. Equipment in this group includes such things as pneumatic lifting bags, compressors, portable electric power units and general lifting and hoisting equipment. This equipment in this group is for the most part useful only for recovery work and some of it is expensive. Airports adjacent to water will require special equipment and materials. At airports which are not used extensively by large aircraft it may therefore be necessary to consider whether all the equipment required should be provided at the airport or whether arrangements should be made to bring part of it in when required. A decision here would depend on the frequency of traffic, the layout of the airport and its susceptibility to closure by a disabled aircraft, and the proximity of other sources of equipment. At busy airports, some of this equipment may be provided for general use at the airport by the axport authority, but the remainder, of use only for recovery work, could be provided either by the airlines individually or through a consortium, or by the airport authority. Detailed information on arrangements made by airlines for aircraft removal operations is given in 2.2.

4.1.3 The third group consists of standard heavy recovery and access equipment, such as heavy cranes and trolleys and road-making equipment. Cranes, trolleys and

other heavy recovery equipment will not always be required after an accident and, even when they are, it is likely to be some time after the commencement of recovery work. This equipment is not required for any other purpose on the airport and, since it is very expensive, it will normally be best for arrangements to be made for all this equipment to be hired from a local contractor whenever it is needed. The road-making equipment will be needed where the aircraft has come to rest off the paved surface. Some of it may be needed as soon as recovery operations begin if, for example, the ground is too soft for tankers to approach the aircraft for &fuelling. A limited supply of such equipment, for example, railway ties or perforated steel planking should be available on the airport. In addition, arrangements should be made locally for further quantities to be supplied quickly as required. Equipment held on the airport should be provided either by the airport authority or the operators in the same way as the equipment described in the second group.

4.1.4 Some of the most likely places to obtain support equipment needed for aircraft removal are:

Bus company garages Military establishments Construction firms Oil company shops Crane rental Railway shops and yards

Dock areas Telephone companies Foundries Trucking firms Machine shops

companies Heavy equipment companies

4.1.5 Plans and arrangements will also be required to obtain bulldozers, etc., for those exceptional cases where aircraft have broken up and are determined to be beyond salvage value. This, of course, would involve emergency situations where secondary damage is not a limiting consideration. The plans of one aircraft manufacturer show methods for dragging an aircraft off a runway in an emergency situation by the use of cables and towing equipment.

4.1.6 The infrequent use of certain pieces of recovery equipment, such as pneumatic lifting bags, presents special

9



--`,,```,,,,````-`-`,,`,,`,`,,`---

I O Airport Services Manual

problems associated with storage, inventory, periodic inspection, and tests. Adequate maintenance and storage are essential to assure serviceability and availability of recovery equipment. Guidance material on storage and maintenance of removal equipment is given in the Airport Services Manual, Part 9 - Airport Maintenance Practices.

4.2 SUGGESTED DISABLED AIRCRAm REMOVAL EQUIPMENT

4.2.1 Based on accumulated experience from aircraft removal operations, List 4-1 - General Disabled Aircraft Removal Equipment, has been compiled specifying equipment and materials which have been found necessary or desirable when lifting and moving a disabled aircraft under the adverse conditions usually encountered. The equipment specified in List 4-1 has been dimensioned to cope with the largest type of aircraft at present being used for commercial air transport operations, i.e. Boeing 747, MD- 11, Airbus. If at any airport only smaller aircraft will be handled during the foreseeable future, the specified dimensions and quantities should be adjusted to comply with reasonable requirements far the largest aircraft type expected to operate into the airport.

4.2.2 In addition to the general equipment recommended in List 4-1, specialized equipment will usually be needed for the lifting of the aircraft. A description of this equipment is given in List 4-2 - Specialized Aircraft Recovery Kit.

4.2.3 In principle, the equipment mentioned in List 4-1 should be available on short notice at all major airports, but the equipment is of such a nature that it may be already included in the inventory of any major airport. The remainder may have to be obtained from outside local sources on a loan, rental or purchase basis. It should be considered satisfactory if equipment materials can be obtained from such outside sources within a few hours. List 4-2 includes the equipment which is available at airports mentioned in 2.2 as a result of the arrangements made by IATP, and which can be moved to any location, if necessary.

4.2.4 It is important to note that List 4-1 is intended as a basic guide and substitution of any item in the list by an equivalent piece of equipment should be done without hesitation. It should be observed that aircraft recovery usually cannot be accomplished by the sole use of the general equipment specified in List 4-1 and that supplementary lifting and tethering equipment, as contained in the kits shown in List 4-2 will also be required.

4.2.5 The equipment and materials specified in Lists 4-1 and 4-2 have been selected to meet requirements of aircraft removal operations such as:

a) equipment removal (weight reduction);

b) levelling and supporting;

c) tethering;

d) ground reinforcement;

e) lifting;

f) moving:

g) communications: and

h) sheltering of personnel.

4.2.6 The following descriptive material is intended to explain the purpose of the items specified in List 4-1 and to consider alternatives or substitutes in the event the listed item cannot be obtained.

Ballast bags: usually made of strong woven fibre, (to be filled with sand or earth) for the purpose of providing a manageable receptacle for the contents. Used to provide mass in situations where counterbalance is needed. Can be used in many other ways, such as building a pIatform for levelling of equipment used in aircraft recovery operations: if laid brick-fashion, a stable but non-rigid structure can be built.

Plywod sheefs (6 mm): versatile material of many uses, such as placement between aircraft skin areas which may be tom to protect pneumatic lifting bags, or placement between aircraft skin and Lifting or tethering cables to protect aircraft. Heavy woven matting or light gauge sheet metal might be considered as a substitute for the uses mentioned.

Plywood sheets (20-25 mm): thicker plywood than the previous item, used primarily for placement over soft earth to facilitate movement of aircraft or equipment. Unserviceable cargo pallets can also be used for this purpose.

Steel plates: intended for placement under jacks to increase bearing area. Size of plates is suitable only for use on very firm earth or thin pavement. Subsurface preparation may be required when jacking on soft earth.

Cnbbing timber: for the purpose of building platforms on which to place the pneumatic bags for lifting aircraft.



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 P A R T f 5 f t 484L4Lb 0079520 406

Part 5.- Removal of Disabled Aircraft Chapter 4.- Equipment 11

Essentially, a platform is constructed for each bag under the aircraft wing, to a height of within about 1 m of the lower wing skin. Exact dimensions depend on type of bag, type of aircraft, attitude, terrain, etc. Timber is listed as being the most widely available and versatile material in most areas. In recognition of the fact that timber may not be available in sufficient quantity at some airports, other materials may be substituted. Suggested materids are: concrete piling, concrete blocks, bricks, ballast bags filled with earth, or any structure of sufficient strength and stability to serve the purpose. The 40-tonne bag has base dimensions of 420 cm by 210 cm. ?he 25-tonne bag has a base dimension of 280 cm by 200 cm.

Ground reinforcement mais: intended to provide a rolling surface over earth to permit the towing of aircraft. Metal, plastic and fibreglass products may be purchased for this purpose, at costs which may not be realistic at some airports. Plywood sheets and steel plates will perform the same purpose but will require increasing the quantity recommended to be available. Avports built on hard terrain, such as coral, may have little requirement for this item. Those with very soft terrain may require more elaborate preparation.

Crushed rock: used for filling and levelling areas for equipment access, jack or pneumatic bag placement, etc.

Concrete - quick-set: intended to be used for subsurface preparation for jacking or other concentrated earth load situations. Ordinary concrete can be made to set quickly by the addition of calcium chloride or appropriate commercial preparations to the mixture. S e e also comments on plates and ground reinforcement mats.

Drainage pump: for removal of water when excavation is required to prepare rolling or jacking surface. May not be required in arid climates.

Earth anchors: to provih stability and allow tethering of aircraft M e lifting. Adequate anchors can be made on-site by burying, with a bulldozer, a bundle of timbers with a tethaing cable attached. It is most important that the airport engineer h o w the ability of the earth to hold an anchor of the type used.

Crane: self-explanatory, It is noted that many aircraft engines may be removed without the use of a crane, by means of the self-hoisting (bootstrap) method.

Crune:suBicient to lift all or part of the affected aircraft. Desired to be self-propelled on crawler tracks or wheels.

Mobile mukiwheelflatbeds: self-explanatory This equip- m t is usuallypmmd kom industrial movers of heavy equipment such as transformers, turbines, bridges, buildings, &.

Steel cable: for purpose of towing or winching aircraft by attachment to main landing gear. Used most frequently to return undamaged aircraft from soft earth to pavement.

Rope: self-explanatory. Many miscellaneous uses.

Block and tackle: self-explanatory - used as an alternative to winching or towing to move aircraft or handle major detached pieces of aircraft.

Puliinghinching units: conventional towing in aircraft recovery operations is usually not effective. Much better control is obtained by winching from a stationary point or vehicle. Alternatively, a tow vehicle equipped to operate on soft earth will perform better than aircraft towing tractors. Ratings given are minimum desired is 20 to 40 tonnes.

Disposal method for ofloaded jhel: a plan should be developed for defuelling an aircraft and storage or disposal of the fuel. Proper tank storage, if available, is ideal. Safety and ecological considerations may be involved in other temporary methods such as pumping into collapsible tanks, surface storage in pits dug by bulldozers near the recovery site, etc. See 3.2.

Floodlights and generator: for illumination of recovery site during night operations. Rating and quantity given are minima. Several units desired.

Communications equipment: self-explanatory. Airport complexity tends to determine the extent to which this must be organized.

Megaphones: intended to be used for communicating during actual aircraft lifting and movement between the several interrelated work stations. Hand-held radio transceivers and public address systems are perhaps a better alternative.

Area map: to indicate grades for purpose of planning towing, etc., and showing such sub-surface factors for consideration as buried pipes, soJ3 unstable groundrecently excavated ground, electrical installation, etc., which may be disturbed by excavation or towing.

Workshop trailer or ten?: for use as a workshop, field office, etc. Some airports have outfitted a large van with electric power, desk and communication centre for immediate location at the site of a recovery operation or similar emergency.



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9137 P A R T 8 5 ** U 4841416 0079523 342 m

12 A b o r t Services Manual

Grounding rod: to be used to provide an earth grounding point for the aircraft while defuelling and other flammable hazards exist.

Fencing marerialr, signs: to be used to restrict work area to those who are involved in the aircraft recovery operation.

Earth moving equlpment: self-explanatory. Many uses in 1eveIling of terrain, making temporary roadways, towing, tethering, etc .

Compressor: with manifold and connexions to fit appropriate tools such as drilling, sawing and other operations necessary to the recovery operation.

Rotarysaw: metalcutting saw for clearing of wreckage. Maybe hylraulic, pneumatic, electric or engine driven. Note fire hazard associated with cutting operation, as well as with power source. Chain saws are also used for cutting timber. Portable hydraulic wrenches can also be considered in cutting the airframe.

Bolt cutters, metal shears: self-explanatory. Many miscellaneous uses.

Basic tools: self-explanatory.

Ladders: self-explanatory. Many miscellaneous uses in that all aircraft relationships in height above ground are altered in the recovery operation.

Quantity

5OOokg

10

50

12 12

325 130

350 150

200

10 rn3

10 d

LIST 4-1. GENERAL DISABLED AIRCRAFT REMOVAL EQUIPMENT (see 4.2.4 to 4.2.6)

Description

ballast bags, maximum masshag should not exceed 25 kg

plywood sheets for padding 6 ~ 1 2 5 O x 2 5 0 0 m m

plywood sheets for padding and ground reinforcement 2Oor25x125Ox25OOmm

steel plates for ground reinforcement 1 3 x 1 0 0 0 x 1 0 0 0 m m 13xlOOOx2000mm

cribbing timber - compatible with 2 each &tonne and 5 each 25-tonne 15-element bags 10Ox240x250Omm 1OOx240x3500mm

cribbing timber - compatible with 6 each 25-tonne 1 lelement bags 1OOx240x2500mm 1 0 0 ~ 2 4 O x 3 5 0 0 m m

steel spikes (nails) for crib assembly

ground reinforcement mats , e.g. trackways or steel runway mats, to lay 5 tracks of minimum 3 m width, each 50-100 m long.

crushed rock or gravel

concrete, quick-set, for use in water environment



--`,,```,,,,````-`-`,,`,,`,`,,`---

Pun 5.- Removal of Disabled Aircraft Chapter 4.- Equipment 13

Quantity

-

5

-

-

4

300 m

300 m

2

2

200000L

1

10

-

3

1

1

1

1 kit

1

1

1

1

1 kit

Description

drainage pump(s) - self-powered - for water

earth anchors (dead weight), capacity 9 to 13.5 tonnes (or heavy-duty, sand-loaded trucks)

cranes, sufficient to lift part or all of affected aircraft if available, with personnel bucket, for nose or tail lifting

mobile, multiwheel, heavy-load flatbeds or special aircraft recovery trailers for moving of aircraft without landing gear. Number of units dependent on aircraft weight

steel cable assembly, 25 mm minimum diameter, complete with eyes and pear links at each end, 30-50 m (shackles to be provided by aircraft owner)

rope, 25 mm diameter

rope, 50 mm diameter

multiple-strand block and tackle, 50-tonne pulling capacity

pulling/winching units, each 10-tonne minimum capacity (e.g. tractors category II or III, winch-trucks, army tanks, etc.)

storage capacity for offloaded fuel

floodlight generator, self-powered, 10 kVA

floodlights with associated cables and stands

communication equipment - inter-airport and base facilities - city telephone network

megaphones with self-contained amplifiers, or similar

area elevation map with underground installations, soft unstable groundrecently excavated ground shown

workshop trailer or tent providing storage facilities and shelter

3 m copperloy coated steel grounding rod with 20 m cable with clip

fencing material - “Danger - Keep Out”, “Smoking Prohibited” signs

earth moving equipment, e.g. bulldozer or equivalent (large)

earth moving equipment, e.g. bulldozer or equivalent (small)

compressor, self-powered, for operating tools of 6.90 kPa and 38 dm3/s

rotary saw, air-powered

bolt cutters, sheet metal shears



--`,,```,,,,````-`-`,,`,,`,`,,`---

14 Aimort Services Manual

Quantity Description

1 k i t basic tools, such as picks, shovels, crowbars, sledge hammers, hand-saws, etc.

2 ladders, lightweight, 6 m

2 ladders, lightweight. 4 m

LIST 4-2. SPECIALIZED AIRCRAFT RECOVERY KIT

Quantity Description

6 pneumatic lifting 25-tonne bags of compartmentalized design and each with a capacity approximately 2.3 m high when inflated and complete with all associated equipment necessary for the operation of the bags, such as compressor, air disrribution equipment hoses, protective pads, etc.

2 Pneumatic lifting 40-tonne bags (supplementary kit)

2 hydraulic jacks with a minimum lifting capacity of 73 tonnes and a lifting range of approximately 0.76-2.95 m, or better

1 set of tethering equipment



--`,,```,,,,````-`-`,,`,,`,`,,`---

Chapter 5 Methods

5.1 GENERAL

5.1.1 Detailed information on methods for aircraft recovery is contained in the aircraft recovery documents published by aircraft manufacturers. These documents provide information related to the equipment, special tools and procedures to recover the aircraft manufactured by the relevant manufacturer. This information is normally limited to descriptions of recovery methods which raise the aircraft with jacks, pneumatic lifting bags, or cranes, enabling the landing gear to be loweredrepairedreplaced as necessary for the aircraft to be towed and/or connected with a recovery vehicle.

5.1.2 The methods to be used on any occasion will depend on the nature of the accident and on local circumstances at the airport concerned. In exceptional circumstances, when the presence of the disabled aircraft, or any part thereof, on the movement area constitutes an acute danger to other aircraft, and the danger cannot be eliminated by diverting such aircraft to other airports or by other appropriate measures, its immediate removal will be required. Should that be the case, it is important that such an operation not be carried out until a record of the accident location of all major components is made (see 3.1.6). If suitable winches are available, they would then be used to drag the aircraft to a safe location, the more orthodox removal methods being employed later. The drag-off method can only be employed on certain aircraft and the selection of strong points for towing would depend on the aircraft type and direction of pull determined by the crash conditions.

5.1.3 The information below regarding the more common types of Occurrence is intended to help airport personnel understand the scope and nature of the work involved in removing disabled aircraft. These and other related principles are covered in detail in aircraft recovery documents or, if these are not available, in maintenance manuals and in manufacturers’ data. A knowledge of these

principles will aid untrained personnel who may be assigned to help designated and trained crews in this work.

5.1.4 It should be recognized that these are complex, mechanical problems, especially regarding hull inspection, planning the operation, and in determining what method to use in lifting and removal operations.

5.1.5 The condition of the aircraft should be determined, as most of the work associated with removal will be dependent upon these findings. Other major considerations include weather, terrain, and the type of special removal equipment (e.g. cranes and winches) available on the airport or through local rental companies and contractors.

5.1.6 A survey of damage to collapsed landing gear should be accomplished as soon as possible. If this is not possible during the initial inspection, it should be done when the aircraft is raised enough to perform this check.

5.1.7 Moving of damaged aircraft should be accomplished with the aircraft supported on its own gears whenever possible. This may require repair of existing gear, installation of replacement gear, or the installation of temporary bracing to support the mass of the aircraft. If any landing gear is unusable, other means of support, such as flatbed trailers, special aircraft recovery trailers, mobile cranes, transportation dollies, house-moving equipment, etc., must be used during the moving operation.

5.2 TYPICAL METHODS OF RECOVERY

5.2.1 Some of the more common occurrences resulting in an aircraft becoming disabled are outlined below, along with typical methods of recovery. Figures 5-1 and 5-7 show some methods used for aircraft recovery, and information on recovery equipment is given in Lists 4-1 and 4-2.

15



--`,,```,,,,````-`-`,,`,,`,`,,`---


Conditions Typical methods of aircraft recovery ~~

Collapsed nose landing-gear Jacking and use of pneumatic lifting bags; hoisting with cranes and the use of specially designed slings

Collapsed or retracted main landing-gear, but Jacks, pneumatic lifting bags, or cranes nose landing-gear intact and extended

Collapsed main landing-gear, one side only Jacks, pneumatic lifting bags, or cranes

Collapse of all landing-gears Jacks, pneumatic lifting bags, and cranes

One or more main landing-gear off Assuming that the aircraft has the landing-gear bogged down in soft pavement, no aircraft damage soil or mud, extra towing or winching equipment or use of

pneumatic Iifting bags will usually suffice for this type of recovery. It may be necessary to construct a temporary ramp from timbers, matting, etc.

Nose landing-gear failure and one side of Jacks, pneumatic lifting bags, or cranes main landing-gear failure

Tire failures and/or damaged wheels Jacks and parts replacement

53 REMOVAL OF SMALL AIRCRAFT

5.3.1 Experience shows that both small mobile cranes and automotive towing trucks can be used effectively to remove small aircraft. The removal of this type of aircraft can be handled safely and efficiently without elaborate equipment. The most important factors to consider include: arrangements to get special mobile units on the scene promptly; the availability of slings, jacks, pneumatic lifting bags and dollies, and supervision by experienced personnel.

5.4 REMOVAL OF LARGE AIRCRAn

5.4.1 When a large aircraft has to be removed after a serious accident, the work is likely to proceed in four stages.

5.4.2 First, if the aircraft has come to rest off the paved surface of the airport, it will probably be necessary to construct temporary roads so that the heavy lifting equipment can be brought into position and the aircraft can be towed back on to the paved surface. A temporary road is likely to be needed for the tankers if large quantities of

fuel have to be removed, as well as for the movement of trucks and other heavy vehicles to and from the aircraft. Failure to provide good access to the site where the ground is soft will lengthen and complicate the whole task.

5.4.3 In the second stage, the aircraft has to be lightened and prepared for recovery. Lightening is likely to require &fuelling and engine removal, as well as removal of cargo, cabin equipment and other detachable items. It may sometimes be useful also to reduce the over-all height of the aircraft by removing its fin in order to permit operations to continue on the affected runway. If the recovery of the aircraft is likely to be a lengthy task, it may be necessary to protect exposed parts of the aircraft structure and engines from the weather.

5.4.4 The third stage of the task consists of lifting the aircraft and preparing it for towing. Where possible, the aircraft should be towed on its own undercarriage, and this may necessitate strengthening or stiffening damaged parts.

5.4.5 The final stage of the task consists of moving the aircraft from the accident site. In removal situations with the aircraft supported on landing gear, winching is generally preferable to towing in that it is more controllable, not subject to surface conditions and generally



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO 9337 P A R T * 5 ** = 4643436 007952b 924 Part 5.- Methods of Disabled Aircrafi Chapter 5.-Methods 17

can exert greater force. Towing offers advantages of manoeuvrability, flexibility and uninterrupted movement over long distances. It is important to note on an aircraft with multiple landing gear that when not pulling on all main landing gear struts, the strut not receiving pull can be subjected to high drag loading if an obstruction is encountered. For this reason, all main landing gear struts which are off the pavement should be towed at the same time if possible.

5.4.6 Figures 5-1 to 5-9 show some of the available equipment and methods used for the recovery of aircraft, and procedures for the use of pneumatic lifting bags, jacks, and mobile cranes, and procedures for winching aircraft. This material is intended as an aid in planning and co- ordinating efforts to take advantage of available assets to do these jobs. Detailed instructions on recovery procedures for specific aircraft types are contained in the aircraft maintenance and/or recovery manuals.

- -. - 1.80 m RAILROAD TIES COVERED

COMPACTED GRAVEL

STEEL MATTING

TOGETHER IS AN OPT1ON TO STEEL PLATE)

Figure 5-1. Typical prepared surfaces



--`,,```,,,,````-`-`,,`,,`,`,,`---


TWO-CRANE METHOD

SINGLE-CRANE METHOD

Figure 5-2. Method of lifting nose with mobile cranes from nose-down attitude



--`,,```,,,,````-`-`,,`,,`,`,,`---

Parl5.- Methods of Disabled Aircrajt Chapter 5 . 4 e t h o d s I 9

MOBlLE CRANE

~ MOBILE CRANE

Figure 5-3. Method of lifting nose with mobile cranes from nose-down attitude



--`,,```,,,,````-`-`,,`,,`,`,,`---

20 A

irport Services Manual

rr 0

Copyright International C

ivil Aviation O

rganization P

rovided by IHS

under license with IC

AO

Not for R

esaleN

o reproduction or networking perm

itted without license from

IHS

--`,,```,,,,````-`-`,,`,,`,`,,`---

MOBILE CRANE

i MOBILE CRANE

MOBILE CRANE

MOBILE CRANE

SLING ASSEMBLY Note.-lf only one crane is used at the nose, some type of spreader will

have to be used with the sling to avoid crushing the fuselage.

._

Figure 5-5. Method of lifting very large aircraft with mobile cranes Copyright International Civil Aviation Organization Provided by IHS under license with ICAO


--`,,```,,,,````-`-`,,`,,`,`,,`---

HAND WINCH a GROUND ANCHOR

HAND WINCH a GROUND ANCHOR.

TETHERING CABLE

TETHERING,

GROUND ANCHOR

WING ELEVATORS

Figure 5-6. 'Ijpical deployment of equipment



--`,,```,,,,````-`-`,,`,,`,`,,`---

Pan 5.- Methods of Disabled Aircrafr Chapter 5.-Methods 23

DC 8-62

V

11011

A 300

DC 10

B 747

Figure 5-7. Typical deployment of pneumatic lifting bags. For specific detailed references see the aircraft manufacturer’s

aircraft recovery manual



--`,,```,,,,````-`-`,,`,,`,`,,`---


120 cm x 240 cm x 2.5 cm PLYWOOD SHEETS LEGS POSITION FOUR REQUl RED LAYERS TO BE STAGGERED

5 cm x 25 cm x 1 8 0 cm BOARD THREE PLACES

120 cm x 240cm x 2.5cm PLYWOOD SHEETS

/- BAG OR LOW JACK BASE FOR PNEUMATIC LIFTING

Note.- 2 cm thick plywood may be used when 2.5 cm is not available. Sheets of sleet plate may be used if plywood is not available.

Figure 5-8. Lifting bases for jacks and pneumatic lifting bags in soft ground



--`,,```,,,,````-`-`,,`,,`,`,,`---

~

I C A O 9337 PART*S X * m 4843436 0079534 T T O

Palt 5.- Methods of Disabled Aircrafc Chapter 5. -Methods 25

DROP THREADS

TWIN COMPARTMENTS 'OP TWO ELEMENTS ONLY) - CONTACT ELEMENTS

LIFTING ELEMENTS (FULL COLORS)

I INFLATION DEFLATION VALVES L LOOP PATCHES AND CORDS

Figure 5-9. 25-tonne high stability pneumatic lifting bag



--`,,```,,,,````-`-`,,`,,`,`,,`---

~

ICAO 9137 PART*S X * = 484LYLb 0079535 937

Chapter 6

Availability of Disabled Aircraft Removal Information

6.1 GENERAL

6.1.1 In accordance with Annex 14, Volume I, 2.10, airport authorities are required to make available to the appropriate aeronautical information service units information in the form of a disabled aircraft removal plan on the capability to remove a disabled aircraft on or adjacent to the movement area. In addition, there is a requirement for the airport authority to make available on request to aircraft operators, information on the airport co-ordmator. n i s should include the telephonehelex number(s) of the office of the airport co-ordinator of operations for the removal of a disabled aircraft.

6.1.2 The information concerning the capability to remove a disabled aircraft may be expressed in terms of the largest type of aircraft which the airport is quipped to remove. For instance, this information can be reported as a DC-9 or an Airbus being the largest type of aircraft which the airport is equipped to remove. This capability should be based on the equipment available at the auport and on equipment which, according to the disabled aircraft removal plan, can be available at short notice. Should the plan take into account an airline pooling arrangement, the determination of the capability to remove a disabled aircraft should also take into consideration the. specialized aircraft recoverykits available from the airports mentioned in 2.2.3.

26



--`,,```,,,,````-`-`,,`,,`,`,,`---

Appendix 1

Outline of a Disabled Aircraft Removal Plan

An outline of a disabled aircraft removal plan is given below. 'Ihis material is intended as a guide on basic matters to be covered in the plan as well as on action to be taken by main responsible parties for the over-all aircraft removal operation. In general, the disabled aircraft recovery plan should be structured to take into account four principal functions, as shown in Table A-1:

a) pre-incident planning;

b) damage survey, terrain and planning:

c) preparations; and

d) recovery operations.

1. RESPONSIBILITIES

1.1 Removal of a disabled aircraft or paRS thereof. Iden- person or agency (normally the aircraft owner or operator) responsible for the removal of the aircraft, and define procedures to follow in the event of failure to comply with such directions.

1.2 Notqication of the aircraft accident to the aircrafl accident investigation authoriry. Identify person or agency (normally the aircraft owner or operator or, when this is not possible, the appropriate authority) responsible for notifying the accident to the aircraft accident investigation authority. Give the telephone number of the aircraft accident investigation authority List the details to be notified, such as aircraft opaator, time, route stage, passengers and fatalities.

1.3 Preservation of aircrafl, m a i l , cargo ana' recordr. Identlfy person or agency (normally the aircraft owner or operator) responsible for preserving, to the extent possible, the aircraft and parts thereof, cargo, mail, and all records. Define procedures to be followed when it is necessary to disturb or move the aircraft or parts thereof (i.c photographs, marks on the ground and diagram of the accident site).

2. ACTION REQUIRED BY MAIN RESPONSIBLE PARTIES

2.1 Airport authority. List the action to be taken by the airport authority when implementing the plan. The airport authority should, amongst other things:

a) issue required NOTAM as may be appropriate;

b) co-ordinate all airport operations with the air traffic service units for continuation of aircraft operations, when possible;

determine any obstacles in accordance with the ICAO clearance criteria and, as a result, consider whether any section of the movement area should be closed;

provide for security of the accident site and co-ordinate with the aircraft accident investigation authority on measures to be taken before the aircraft removal operation is initiated;

provide advance vehicles and personnel to escort airline equipment to the site;

establish a removal command post at the site, if considered necessary;

inspect all areas prior to resumption of normal aircraft operations;

convene a removal operation debriefing of all interested parties. 'Ihe debriefing may include a review of aircraft accident investigation authority requirements, the airport co-ordinator's chronologxal report, and a discussion of the procedures and equipment used during the recovery operation. It may be desirable that all aircraft operators, especiallythose operating the same type of equipment, be invited to attend; and

amend the disabled aircraft removal plan to overcome problems identified under h).

27



--`,,```,,,,````-`-`,,`,,`,`,,`---

~~ ~ ~

ICAO 9137 PART+S * X q84l14Lb 0079537 7 0 T

28 AirpoH Services Manual

2.2 Airport eo-ordinator of disabled aircrafr removal operations. List the action which is expected to be taken by the airport co-ordinator when implementing the plan. The airport co-ordinator should, amongst other things:

a) convene a meeting with the aircraft operator representative, aircraft accident investigation authority, representatives of resident oil companies, heavy equipment contractors and other parties as may be necessary, to discuss the most appropriate removal operation and agree upon a broad plan of action. This should cover the following points:

1) escort routes between the aircraft operator’s area and

2) defuelling to lighten the mass of the aircrafC 3) requirements and availability of equipment for the

4) use of anport and aircraft operator’s equipment; 5) dispatch of aircraft operator ancillary support devices

6) weather conditions, particularly when crane lifting or

7) lighting of the site; and 8) contingency plan, should difficulties develop in the

the accident site;

removal of the aircraft;

to the scene;

pneumatic lifting bag operation is necessary;

initial plan;

b) provide for a rescue and fire fighting vehicle, when necessary;

c) supervise the airport personnel and equipment assigned to the removal operation;

d) make decisions on behalf of the airport authority as may be necessary to expedite the removal of the disabled aircraft;

e) report further penetrations of the obstacle limitation surfaces due to the manoeuvring of cranes or other equipment during the lifting of the aircraft;

f) monitor weather forecasts;

g) maintain a chronological summary of the removal operation;

h) have photographs of the removal operation taken where possible;

i) where excavations are necessary, check with the appropriate airport maintenance services for underground utilities;

j) keep airport authority and other aircraft operators informed of the progress of the aircraft recovery operations; and

k) participate in the removal operation debriefing.

2.3 AiTcTafr operator List the action which is expected to be taken by the aircraft operator when implementing the plan. The aircraft operator should, amongst other things:

arrange for portable stairs and removal of mail, baggage and cargo, it being understood that authority to remove these items must be secured from the aircraft accident investigation authority;

designate one representative with the authority to make all technical and financial decisions necessary to remove the aircraft. The representative should have the use of company facilities, pe.rsonne1 and equipment required for the removal operation;

consider designation of a representative to answer any questions from the press, and to issue press releases as may be appropriate; and

participate in the removal operation debriefing.

2.4 Aircraft operalor’s representative. List the action be taken by the aircraft operator’s representative when

implementing the plan. The aircraft operator’s representative should, amongst other things:

implement the aircraft operator’s recovery plan for such an emergency;

meet with the airport co-ordinator, aircraft accident investigation authority and other parties, as necessary, to develop a comprehensive plan for the removal of the aircraft;

decide on the need for consultation with aircraft airframe and engine manufacturers, or other aircraft operator representatives experienced in such accidents; and

participate in the removal operation debriefing.

3. INFORMATION ON EQUIPMENT, PERSONNEL AND FACKITIES

3.1 Equipment and personnel available. List equipment (see List 4-1, Chapter 4) and personnel on or in



--`,,```,,,,````-`-`,,`,,`,`,,`---

Part 5.- Removal of Disabled Aircraft Appendix I.- Outline for a Disabled Aircraft Removal Plan 29

the vicinity of the airport that would be available for the removal operation. The list of equipment should include information on the type and location of heavy equipment or special units needed, and the average time it will take to get them to the airport. The list of personnel should also contain information on the availability of human resources for road making and other duties. Names, addresses and telephone numbers of personnel and equipment representatives should be given.

3.2 Access mutes. Include information on access routes to any part of the airport including, if required, special routes for cranes to avoid power lines. A grid map of the type referred to in Annex 14, Volume I, Attachment A, Section 16, may be useful for this purpose.

3.3 Security. Define means of maintaining security for the aircraft removal operation.

3.4 Aircrafr recovery equipment kits. Describe arrangements for the rapid receipt of aircraft recovery equipment kits available from other airports. This should be co-ordinated with the airlines operating at the arrport.

3.5 Aircra$ data. Describe arrangements to make available, at the airport, manufacturer’s data pertaining to aircraft recovery for the various types of aircraft which normally use the airport.

3.6 Aircrafddefuelling. Describe arrangements with the resident oil companies to ensure that the defuelling, storage and disposal of the aircraft fuel, including contaminated fuel, can be done at short notice.

3.7 Responsible representatives. List names, addresses and telephone numbers of responsible representatives of each aircraft operator, as well as of the nearest representatives of aircraft and engine manufacturers.



--`,,```,,,,````-`-`,,`,,`,`,,`---


Table A-1. Aircraft recovery plan functions

Damage survey, terrain Pre-indent planning and planning Preparations Recovery operations

Organization Security

Personnel Fire

Training Personnel control

Equipment list Aeroplane damage

Procedures Engines

Disposal of offloaded Landing gear fuel

Recovery pian

Theft

Structures

Repairs Method of lifting Method of moving Parking location

Survey of recovery equipment mailable

Fly-in equipment Local equipment

Communications

Radio Telephone

Defuelling

Equipment Operations CG travel

Mass and CG management

Calculation of mass and location of CG

Removal of payload

Access to baggage and cargo

Removal of components

Ground support equipment Lifting equipment

Site preparation

Temporary housing Access roads Supporting ground

Aeroplane repairs

As required for lifting and moving

Lifting

Cranes Lifting bags Jacks Communications

Tethering

Attachments Anchor

Landing gear

Operations

Moving aeroplane

Towing Winching Trailer Communications

Parking

Support for repairs Tiedowns



--`,,```,,,,````-`-`,,`,,`,`,,`---

Appendix 2

Airline Pooling Arrangements Designated Aircraft Recovery Equipment Providers

STATE Provider Airline Sita Code Telephone contact City/Airport

AUSTRALLA SYDEEQF SYDEJQF SYDWWQF SYDFDQF

GIGMURG GIGMGRG

PARHUAF ORYGRAL

BOMEBAI

NRTMNTL

JNBEWSA

LHRKEBA

JFKMLDL

69 1-7829 69 1-7400 69 1-727 1

Pooling Base maintenance Co-ordinator

SydneytKingsford Smith International

Qantas

BRAZIL

Rio de Janeiro/Gale3o 393-2 11 5 393-5088 or 393-7625

Airplane Maintenance Co-ordinator

Varig Airlines

FRANCE

Paris/orly 48644584 Chef de la Division d’entretien en ligne, Service du aaitement de I’avion en d e

Air France

INDIA

BombayfEiombay 6366767 Engineering Manager, Materials and Facilities

Air India

Japan Air Lines JAPAN

TokyoMarita International

81-476-32-4135 Assistant General Manager, , Maintenance Supplies

Department

SOUTHMRICA

JohannesburgJan Smuts South African Airways

UNITED KINGDOM

London/Heathrow British Airways

978-5312 Maintenance Control Centre

0 1-562-7465 01 -562-7342

Maintenance

UNITED STATES

New YorWJohn F. Delta Air Lines Kennedy International

718 632-6701

(3 12) 686-4400

Shift Maintenance Foreman

General Foreman on duty

ChicagofO’Hare American Airlines ORDMMAA

31



--`,,```,,,,````-`-`,,`,,`,`,,`---


STATE Provider Airline Sita Code Telephone Coruact City/Airport

Honolulu/Honolulu United Airlines HNLMMUA (808) 842-5333 Shift Foreman International (808) 842-5334

Los AngelesLos Angeles Trans World LAXMFTW (213) 646-4417 Manager, International Airlines (213) 646-8908 AfC Maintenance

-END-



--`,,```,,,,````-`-`,,`,,`,`,,`---

ICAO TECHNICAL PUBLICATIONS

The following summary gives the status, and also describes in general terms the contents of the various series of technical publications issued by the Inter- national Civil Aviation Organimtion. It does not include specialized publications that do not fall speciji- cally within one of the series, such as the Aeronautical Chart Catalogue or the Meteorological Tables for International Air Navigation.

International Standards and Recommended Prac- tices are adopted by the Council in accordance with Articles 54, 37 and 90 of the Convention on Inter- national Civil Aviation and are designated, for convenience, as Annexes to the Convention. The uniform application by Contracting States of the specifications contained in the International Standards is recognized as necessary for the safety or regularity of international air navigation while the uniform application of the specifications in the Recommended Practices is regarded as desirable in the interest of safety, regularity or efficiency of international air navigation. Knowledge of any differences between the national regulations or practices of a State and those established by an International Standard is essential to the safety or regularity of international air navigation. In the event of non-compliance with an International Standard, a State has, in fact, an obligation, under Article 38 of the Convention, to notify the Council of any differences. Knowledge of differences from Recommended Practices may also be important for the safety of air navigation and, although the Convention does not impose any obligation with regard thereto, the Council has invited Contracting States to notify such differences in addition to those relating to International Standards.

Procedures for Air Navigation Services (PANS) are approved by the Council for world-wide application. They contain, for the most part, operating procedures regarded as not yet having attained a sufficient degree of

maturity for adoption as International Standards and Recommended Practices, as well as material of a more permanent character which is considered too detailed for incorporation in an Annex, or is susceptible to frequent amendment, for which the processes of the Convention would be too cumbersome.

Regional Supplementary Procedures (SUPPS) have a status similar to that of PANS in that they are approved by the Council, but only for application in the respective regions. They are prepared in consolidated form, since certain of the procedures apply to overlapping regions or are common to two or more regions.

The following publications are prepared by authority of the Secretary General in accordance with the principles and policies approved by the Council.

Technical Manuals provide guidance and information in amplification of the International Standards, Recommended Practices and PANS, the implementation of which they are designed to facilitate.

Air Navigation Plans detail requirements for facilities and services for international air navigation in the respective ICAO Air Navigation Regions. They are prepared on the authority of the Secretary General on the basis of recommendations of regional air navigation meetings and of the Council action thereon. The plans are amended periodically to reflect changes in requirements and in the status of implementation of the recommended facilities and services.

ICAO Circulars make available specialized information of interest to Contracting States. This includes studies on technical subjects.



--`,,```,,,,````-`-`,,`,,`,`,,`---

Q ICAO 1996 6/96, WP1/3200

Order No. 9137P5 Printed in ICAO



--`,,```,,,,````-`-`,,`,,`,`,,`---

AIRPORT SERVICES MANUAL - Webnodefiles.repuloterek-civil-katonai-kozos.webnode.hu/200000024... ·...

Documents

Transcript of AIRPORT SERVICES MANUAL - Webnodefiles.repuloterek-civil-katonai-kozos.webnode.hu/200000024... ·...