AERODROME SAFETY in the United Kingdom Overseas Territories

Air Safety Support International 2011

Air Safety Support International is a wholly owned subsidiary of United Kingdom Civil Aviation Authority. Registered in England, company registration number 4104063. Registered office is CAA House, 45-59 Kingsway, London, WC2B 6TE. ISBN # ##### ### #

Cover Picture: Business Jet going around at Ambergris Cay, Turks & Caicos Islands

INTRODUCTION
This booklet is offered as guidance for people who are required to work on airports and airfields in the United Kingdom Overseas Territories, particularly for those who are new to aerodromes, or are infrequent visitors. There are many hazards present on an aerodrome which can make them confusing and dangerous places to be. This booklet will give you some basic knowledge of these hazards. It will also give you some basic knowledge on how to keep yourself and others safe whilst working on aerodromes.

CONTENTS
INTRODUCTION .................................................................................. 3 CONTENTS........................................................................................... 4 THE AERODROME ............................................................................... 5 BEFORE VISITING AN AERODROME .................................................... 7 AERODROME HAZARDS ...................................................................... 9 AIRCRAFT HAZARDS .......................................................................... 10 VEHICLE HAZARDS ............................................................................ 18 ENVIRONMENT ................................................................................. 20 WILDLIFE ........................................................................................... 21 HUMAN FACTORS ............................................................................. 22 FINDING YOUR WAY AROUND THE AERODROME ............................ 23 SUMMARY ........................................................................................ 31

THE AERODROME
Most people tend to think of aerodromes as being large airports, but anywhere that an aircraft lands and takes off is considered as an aerodrome. This is determined by the Air Navigation (Overseas Territories) Order 2007 Article 156: Interpretation. 156. In this Order, unless the context otherwise requires Aerodrome means any area of land or water designed, quipped, set apart or commonly used for affording facilities for the landing and departure of aircraft and includes any area or space, whether on the ground, on the roof of a building or elsewhere, which is designed, equipped or set apart for affording facilities for the landing and departure of aircraft capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the landing and departure of aircraft has been abandoned and has not been resumed; Aircraft includes: Aeroplanes (Piper Navajo, Airbus A380); Helicopters (Robinson R22, Boeing Vertol Chinook); Gyroplanes (Rotorsport Calidus); Balloons (Gas and Hot Air); Gliders; Microlights.

Areas of water can also be considered aerodromes if they are used by seaplanes and floatplanes. So, whilst the popular image of an aerodrome is a large open area with terminal buildings, large parking areas and large tarmac runways, they can also be in a field, or in the grounds of a house, or a stretch of the sea near a beach.

A selection of aerodromes in the UK Overseas Territories

BEFORE VISITING AN AERODROME

Whenever you visit an aerodrome to board a flight, you will find restrictions on where you can go. In particular, once you have passed through security and passport control, you are limited to the departure lounge and gate area. You will have no access to the operating areas of the aerodrome, also called the manoeuvring area. Even when you are allowed to board the aircraft, you will be escorted by airport staff to ensure you are not exposed to any hazards. Things will be different if you are visiting or working at an aerodrome and will be required to work on the manoeuvring areas. There may not be anyone to escort you and you will need to be aware of the hazards involved in working around aircraft. There is a lot you can do, even before visiting or working at an aerodrome, to make yourself safer: 1. Familiarise yourself with the aerodrome: a. What sort of aircraft operate from it? b. Who owns and manages the aerodrome? c. Is it busy? d. Will you be escorted, or be expected to work on the manoeuvring area unsupervised? e. Will you be driving on the manoeuvring area? f. Do you require a security pass?

g. What procedures are in force?

2. Arrange your visit with the aerodrome operator well in advance: a. Tell the aerodrome operator when you intend to visit and for how long; b. Arrange to meet the aerodrome management on arrival; c. Request an escort, vehicle and security passes if necessary; d. Comply with the aerodrome operators requirements. 3. Ensure you take appropriate protective equipment: a. Foul or hot weather clothing; b. High visibility jacket; c. Ear defenders; d. Sunscreen; e. Insect repellent; f. Drinking water.

AERODROME HAZARDS
The most serious hazard is being on an aerodrome with insufficient knowledge or consideration of the risks, and being unaware of the protective mitigating measures required. Before admission to the aerodrome and the manoeuvring areas, you need to be familiar with the hazards associated with aerodromes. Most obvious are the hazards associated with aircraft, but there are others. Hazards you might encounter on an aerodrome include:

Aircraft; Vehicles; Environment; Wildlife; Human factors;

This is not an exhaustive list. The aerodrome certificate holder is obliged to operate the aerodrome safely, and should have comprehensive procedures in place detailed in their aerodrome manual. These procedures should include airside safety training for those new to aerodromes. Despite this you do have responsibility for your own safety. This booklet will help you to understand the hazards and risks involved in working on an aerodrome, and will help you to protect yourself from those hazards and risks.

AIRCRAFT HAZARDS
There are many hazards associated with aircraft:

Noise; Jet blast and propeller wash; Intake suction; Rotor and propeller strike; Brake temperature and brake dust; Control surface, panel and door movement; Hot gas exhaust; Radio and radar emissions; Lighting; Limited flight crew visibility.

The following section in this booklet will give you some information about protecting yourself from the various hazards and risks you will encounter at an aerodrome.

Noise
Few aircraft can avoid being extremely noisy. Not just engines, but rotors, propellers, air conditioning systems and hydraulic pumps can all be sources of noise sufficient to damage hearing. Noise is a hazard particularly when combined with other hazards. Localised environmental noise can mask other hazards which we might otherwise detect by the noise they make.

PROTECTION MEASURES:
1. Ensure that you wear appropriate protection for hearing in noisy environments ear defenders or ear plugs. 2. Ensure that hearing protection meets safety standards. 3. Remember that hearing protection can reduce awareness of other threats ensure that you maintain increased awareness through other means, such as keeping a better lookout.

Jet blast and propeller wash

The exhaust from jet engines, and, to a lesser extent, the wash from propellers, can be powerful enough to lift a person off their feet and deposit them some distance away. Ground equipment can also be blown about. Empty cargo containers are a particular issue as they are large but light, and are often parked about the periphery of parking stands and aprons. The hazard is most acute when aircraft are moving off from parking. Heavy aircraft, whose tyres distort significantly, may use significant increments of power to move, particularly if there is any uphill gradient.

PROTECTION MEASURES:
1. Stay well away from the blast areas behind jet engines and propellers. Observe any safety markings on aircraft or on the aerodrome. 2. Be aware at all times whilst on the manoeuvring area of aircraft that are engines running, usually indicated by a flashing orange light on the aircraft. They may move without notice and use a lot of power.

Intake Suction Intake suction is a particular problem for large commercial jet aircraft with engines mounted underneath the wings. The engine intakes of these aircraft are often at an ideal height to ingest a person unfortunate enough to walk close by, even when running at idle thrust. Such an encounter invariably has catastrophic results.

PROTECTION MEASURES:
1. Stay well away from intakes of jet engines when they are running. Preferably, stay away from them at all times. 2. Observe any safety markings on the aircraft or engine cowlings, or on the manoeuvring area. 3. It may not be obvious the engine is running when seen from the side. Ear defenders may also mask engine noise when the engine is running.

Rotor and propeller strike

Another risk with usually catastrophic results, and particularly relevant to helicopter operations. Helicopters should not be approached while the main or tail rotor is turning. Helicopter tail rotors are particularly dangerous as they rotate at high speed and may not stand out. Propellers should be considered as live even if not rotating, and the swept arc of a propeller should be considered a no-go area. Being struck by a propeller under power usually has severe consequences. Even a freewheeling propeller can cause injury.

PROTECTION MEASURES:
1. Stay well away from rotors and propellers, whether rotating or stationary. 2. Helicopter rotor blades can sail while starting in strong winds, and flap up and down even when the rotor is stationary. 3. Be particularly careful to avoid helicopter tail rotors as these, rotating at high speed, are often hard to see.

Brake temperature and brake dust

Aircraft brakes are extremely powerful and can reach very high temperatures. Brake temperatures in excess of 1,000 Celsius are not unknown after a take-off is abandoned from high speed, and even landing on a short runway can lead to brake temperatures around 300. Modern aircraft brakes are made from carbon composite material, and brake wear produces a very fine carbon dust that must not be inhaled. Brake dust is ejected from the wheel

and brake assembly when brakes are applied or when brake cooling fans are switched on. In the worst case the heat from aircraft brakes can cause structural failure of the wheel. In this case the aircraft tyre, often inflated to 200 psi, explodes, causing wheel fragments to fly out from the wheel assembly, creating a severe hazard and risk of injury.

PROTECTION MEASURES:
1. Do not approach aircraft wheels, particularly after landing. They may be hot and may shed brake dust. 2. If an aircraft has abandoned take-off, do not approach the aircraft until Fire and Rescue Services say it is safe to do so.

Control surface, panel and door movement

Aircraft have many doors, access panels and control surfaces. Control surfaces are located at the rear of the wings, tailplane and fin. The gaps between control surfaces and wing structures or fuselage are potential trap areas for limbs and clothing, and should be avoided. Doors can move unexpectedly, and may deploy rapid inflating slides. Aircraft doors should be given sufficient clearance to operate without obstruction. Access panels allow maintenance personnel and flight crew access to aircraft components. Undercarriage doors are one example. They are hydraulically actuated and can cause serious injury.

PROTECTION MEASURES:
1. Be aware that aircraft control surfaces, access panels and doors can move without warning. 2. Stay clear of aircraft control surfaces as these can trap clothing and limbs. 3. Stay clear of aircraft doors, and remember that emergency slides may be deployed without warning.

Hot gas exhaust

Aircraft engines and auxiliary power units emit exhaust gases including carbon monoxide. Air conditioning units can emit hot air exhaust. Though such systems are no longer in common use, some aircraft have used engine start systems which used exotic and dangerous chemicals such as Isopropylnitrate. Though it is unlikely that you will encounter such systems, you should be aware that some aircraft will have unusual handling demands.

PROTECTION MEASURES:
1. Stay clear of auxiliary power unit and air conditioning unit exhausts. 2. Stay clear of engine exhaust emissions as much as possible. 3. Be aware that some aircraft will have unusual handling requirements.

Radio and radar emissions

Aircraft are fitted with radios for navigation and communication. Most of these systems do not present any hazards, but the high frequency radio and weather radar transmitters do. Both radiate electromagnetic energy at power levels significant enough that operation of either on the ground is prohibited. The high frequency radio aerial is usually mounted in the fin or along the spine of the fuselage, whereas the weather radar is mounted in the nose, or occasionally in a pod on the wing. When operating, the weather radar transmits a narrow concentrated beam of electromagnetic energy forward from the radio aerial. Even though there may be safety measures to prevent the radar from transmitting at full power on the ground, you should avoid walking in front of weather radar aerials.

PROTECTION MEASURE:
1. If an aircrafts weather radar is operating on the ground, do not pass in front of the radar transmitter, usually in the nose of the aircraft.

Lighting
Aircraft are equipped with lights primarily for use at night. As these are intended to be seen at distances measured in miles, they can be very bright. The brightest lights on the aircraft are the strobes. These are very powerful flashing white lights, usually located at each wingtip. The flight crew normally turn them on just prior to take-off, and their illumination is an indication that the aircraft has been given take-off clearance.

PROTECTION MEASURE:
1. Avoid looking directly at an aircrafts landing lights or strobe lights.

Limited flight crew visibility

Some large aircraft have a limited view from the flight deck. The flight crew may not be able to see people moving around the aircraft from the flight deck. If you need to work near the aircraft ensure the flight crew know that you are there. Smaller aircraft generally have better visibility from the cockpit, but crews may still have blind areas they cannot see. This is particularly true of helicopters, where rotor hazard exists all round the aircraft. If you have to approach an aircraft, do so from the front so the flight crew are likely to see you. Do not approach closely unless the flight crew have indicated that it is safe. This is especially true for helicopters.

PROTECTION MEASURES:
1. Approach aircraft from the front. 2. Do not closely approach aircraft unless the flight crew have indicated it is safe.

VEHICLE HAZARDS
Hazards from vehicles operating on the manoeuvring areas of an aerodrome are similar to those encountered on public highways, and similar precautions should be taken. You should be aware that you may not hear approaching vehicles as clearly on the public highway if you are wearing hearing protection or there is significant aircraft noise nearby. The best protection is to wear high visibility clothing.

Aircraft Service Vehicles

Some airport service vehicles are designed specifically for servicing and handling aircraft, and are unique to aerodromes. Catering trucks, hi-loaders, baggage trains and tugs have external moving parts which present hazards. Be aware that airport vehicles may have platforms that are power operated, and may rise and fall without notice, and whose operator may have limited vision. Stay well clear of these as the operator may not be aware of your presence. Typical Airport Service Vehicles

Aerodromes that are subject to snow and ice will have vehicles designed to handle and clear snow. These all pose a significant hazard to ground personnel, and are operated in conditions that increase the hazard.

Airport Fire Vehicle

Airport Snow Clearing

Aerodrome Fire and Rescue

A particular hazard is posed by Rescue and Fire Fighting Service (RFFS) vehicles. The aerodrome RFFS will respond to emergencies on the aerodrome, and will do so as quickly as possible. If the RFFS fire vehicles are on the aerodrome manoeuvring areas, keep well out of their way.

PROTECTION MEASURES:
1. Be aware of unusual airport service vehicles. 2. Do not move under bodywork or other parts of vehicles in case they move unexpectedly. 3. Keep well out of the way of Rescue and Fire Fighting Service vehicles. They will move very quickly.

ENVIRONMENT
Environmental hazards at aerodromes can be extreme. For example, the aerodromes within the United Kingdom Overseas Territories are subject to Antarctic ice, snow, blizzards and extreme cold, hurricanes, tropical storms and even an active volcano! Environmental hazards can occur on such a large scale that aerodrome operations cease. For environmental hazards of this scale, the aerodrome operator will make extensive provision in the aerodrome emergency plan, and you should follow the aerodrome operators instructions in this case. For lesser environmental hazards, individual mitigating measures can be taken. There are a number of OTs in the Caribbean region, and summer conditions can be very sunny, hot and humid. In such conditions you should use a hat, sunscreen and drink lots of bottled water. The manoeuvring areas of aerodromes are open and offer little protection from the sun, and tarmac surface temperatures can reach in excess of 50 Celsius in bright sunlight. You should plan to do essential work during times of the day when the sun is close to the horizon and temperatures are low.

PROTECTION MEASURES:
1. Stay informed by local weather forecasts. 2. Heed any local weather warnings. 3. Follow any instructions given by the aerodrome operator or local authorities. 4. Wear protective clothing appropriate to the conditions. 5. Take bottled water with you if you are working on the aerodrome for long periods.

WILDLIFE
Wildlife does not usually cause hazards directly, as most larger birds and animals are wary of human presence and will not tolerate approach. Very occasionally there will be a hazard directly afforded by a large animal. Some airports in tropical climates can be attractive to crocodiles and alligators, for example, and venomous snakes may also present a hazard. The main wildlife hazard to aerodrome personnel arises from biting insects and their potential as disease vectors. The aerodrome maintenance and wildlife management plans should include actions to prevent pooling of stagnant water, and to reduce the attractiveness of the airport generally as a home for disease carrying organisms. You should ensure that inoculations against prevalent diseases are up to date if you are working routinely on the manoeuvring areas of aerodromes. Other arachnids and insects can present a low level endemic hazard, such as wasp, hornet and scorpion stings. Use of insect repellents may also provide some topical defence against insect bites.

PROTECTION MEASURES:
1. Take medical advice about local threats. 2. Ensure any vaccinations and inoculations against prevalent diseases are up to date. 3. Know first aid and the location of first aid kits. 4. Know your local wildlife threats. 5. Use insect repellents as a defence against biting insects.

HUMAN FACTORS
Aerodromes present a number of hazards and risks to personnel, each of which individually can be mitigated. However, it is very rare that hazards present themselves individually, and there are many different combinations of hazard, which sometimes makes it difficult to assess risk clearly. This combination of a number of risk factors places a premium on awareness of risk in the real-time environment inherent in active aerodrome manoeuvring areas. Awareness of the hazards and their mitigation, training and effective management are all means of addressing the human factors risks inherent in active aerodrome environments.

PROTECTION MEASURES:
1. Be aware of the hazards and risks inherent in operating on the manoeuvring areas of aerodromes, and that these hazards and risks may interact in unpredictable ways. 2. Be aware of your surroundings, and look out for safety hazards that may affect other people.

FINDING YOUR WAY AROUND THE AERODROME First Impressions

The manoeuvring area of an aerodrome is a flat open space free of significant obstacles. Aircraft need space to take off and land (even helicopters) and this needs to be flat and free of obstacles. The open nature of aerodromes does mean that you can see what is moving around without difficulty, so you should be able to see threats approaching. However, it also means that there is little shelter from sun, wind, rain and other forms of weather. Airports are also noisy. This can be distracting and places more emphasis on seeing things, rather than hearing them. Lastly, you may notice that there a large number of signs, notices and markings on the manoeuvring area. These are provided to assist and control aircraft and ground traffic. Be aware that certain parts of the aerodrome will be under the control of Air Traffic Services, and that you may not enter such locations without permission from ATC.

Aerodrome Signs and Markings

Initially you may not be familiar with the aerodrome, and you may find your attention fully occupied with your immediate task and keeping a lookout for the safety hazards already mentioned in this booklet. However, some familiarity with aerodrome signs and markings will help you to reduce risks.

Runway Signs and Markings

Runways at an aerodrome are the areas where aircraft are most vulnerable, and a great deal of effort goes into protecting them. Runway signs and markings are primarily red in colour to distinguish them from other aerodrome signs and markings.

Runway Designation Signs. (Note: location info in yellow on black) These are located either side of the holding points for runways. If you see signs like this you are not permitted to proceed beyond them without permission from Air Traffic Control. These signs are internally lit for use at night. Signs intended to control vehicular traffic may also be predominantly red, but they are much smaller than runway designation signs. Drivers of vehicles should observe the instructions conveyed by these signs. At some runway holding points there may be runway designation markings painted on the taxiway surface.

Runway holding points are marked by two dashed lines and two solid lines across the taxiway. The diagram below indicates the general arrangement of signs and markings at a runway holding point.

At night the runway holding points should also be marked with runway guard lights. These are installed in pairs either side of the holding point. They flash alternate yellow. An alternate installation is set into the surface at the holding point marking, again alternate lights flash yellow. Markings on the runway surface itself are in white, highlighted in black if the contrast with the surface is poor.

Typical Runway Markings

Taxiway Signs and Markings

Taxiway signs and markings are of a different colour to distinguish them from runway signs and markings. Taxiway signs are black on yellow, and taxiway markings applicable to aircraft are in yellow. Where taxiways are used for vehicular access, road markings will be in white, but they are much smaller.

Taxiway Signs. Like runway designation signs, these are internally illuminated for use at night.

Aerodrome Lighting
Signs and markings are much harder to see at night. Aerodrome signs are usually lit internally, and stand out well, but runway and taxiway markings are not always lit. Reliance is often placed on aircraft landing and taxi lights to illuminate runway and taxiway markings. Aprons and parking areas are often floodlit to provide sufficient light for the intensive aircraft servicing operations that take place. The aerodrome lighting system will use different colour lighting to mark different parts of the aerodrome. Taxiways are delineated by blue edge lights, and green centreline lights if required. Runways are delineated by white directional edge lights, with red and green lights at the thresholds. Holding points on taxiways are indicated by red stop bars if required.

Typical Aerodrome Lighting Pattern.

Night Operations
At night an aerodrome can be even more confusing than during daytime. Extra care must be taken as hazards will not be so readily apparent in the dark.

Typical Aerodrome Night Operation. (Note: Baggage loading and refuelling in progress.)

\continued

SUMMARY
If you are required to visit an aerodrome and operate on the manoeuvring areas, this booklet should have allowed you to prepare yourself for some of the hazards that may be present, and given some advice on the mitigating measures you might wish to take. In summary, the steps you should take to protect yourself: Find out about the aerodrome you are visiting or working at; learn something about their procedures before you arrive; knowledge will help you to protect yourself. Communicate with the aerodrome operator before you visit. Comply with any instructions they may give. Arrange to have an escort if possible at all times whilst on the aerodrome manoeuvring areas. Take appropriate protective measures; use insect repellent, sunscreen and protective clothing. Take enough bottled water. Whilst on the manoeuvring areas, be aware of your surroundings and the potential hazards and risks.