Airside Snow Removal Practices for Small Airports with Limited Budgets (2015)

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69 APPENDIX F Sample Checklist for a Part 139 Airport Snow and Ice Control Plan AIRPORT LOCID ______ AIRPORT OPERATOR (CERTIFICATE HOLDER) The following checklist is intended to be a guide for those certificated airports which are tasked with developing a Snow and Ice Control Plan (SICP) in accordance with 14 CFR Part 139 requirements. To assist in the development of the SICP, as well as the review and approval process by the FAA, the airport operator should include the page reference on the left hand column and submit it with the SICP. AIRPORT CERTIFICATION AND SAFETY INSPECTORS (ACSI) The following checklist is intended to be a guide for the ACSI during the review and approval of the SICP. He/she is required to ensure that all elements of checklist are properly addressed within the SICP and documented on the checklist. Any elements which are not properly addressed should be referred back to the airport operator. √ included with page #/ X not included or NA FAA References SICP Requirements 313(a) I. Snow and Ice Conditions Exist 313(b)(1) II. Procedures for prompt removal or control of snow, ice, and slush on each movement area? Airfield Priority AC 150/5200-30C, Fig. 1-1 and Para 1-4 & 1-5 A. Airfield Clearing Priorities in place? 1-4a 1) Priority 1- Including ARFF mutual aid access point(s) to include gate(s) operability. 1-4b 2) Priority 2 AC 150/5200-30C Table 1-1 or 1-2 and Para 1-6 a. B. Airfield Clearance Time Calculated? Determine the number of annual operations a year and refer to Table 1-1 or 1-2 depending on commercial or non-commercial traffic (used for guidance only). 313(b) (4), AC 150/5200-30C Para 1-6b. C. Action-initiating condition determined? AC 150/5200-30C Para 1-6 b., 3-1 and 3-2 1) if using weather forecasts or runway surface condition sensors = 1 inch of snowfall (25 lb/ft3) AC 150/5200-30C, Para 1-6 b. 2) if region snow density is over 25 lb/ft3 = ½ inch snowfall AC 150/5200-30C, Para 1-7 D. Sizing and Staffing Snow and Ice Control Equipment Fleet AC 150/5220-20 1) Priority 1 (paved area) calculation? Multiply length and width of all priority one areas (Runway, Taxiway, Fillets, ARFF aprons and roadways, aprons, blast pads, NAVAID road, any other miscellaneous areas). Total all square footage. 2) Refer to the number of annual operations for the airport. 3) AC 150/5220-20 used to offer guidance to determine # and type of equipment required to meet 4.a.? AC 150/5220-20, Figure 2-4 or Figure 2-5 a. Rotary Plow Calculations—Reference either Figure 2-4 for airports without Commercial Service or Figure 2-5 for airports with Commercial Service i. At the bottom of the graph select the Square Footage of the Priority One Area; draw a line vertically until it meets the line for the number of Annual Operations. At the point of intersection between Square footage and Annual Operation, draw a horizontal line to the left and that will give you the Snow Tons per hour. Continue the same line to the left and you’ll see the number of Rotary Plows needed to clear the Priority One Areas, depending on the Class of Rotary Plow.

70 The Rotary Plow Class can be determined by Table 2-1 (page 4) which gives you the Rotary Plow Capacities and the snow casting distances required. Include this analysis in the SICP. 303(b), AC 150/5200-30C, Para 1-7 E. Staffing requirements (“to equip personnel w/sufficient resources”) met? AC 150/5220-18 and AC 150/5200-30C, Para 1-8 F. Storage of Snow & Ice Control Equipment 1) Heated building? 2) Repair facilities w/in building? 3) Equipment inspected after each use? AC 150/5200-30C, Para 1-2 and 2-2 G. Airport Snow and Ice Control Committee (SICC) in place? Applicable to airports subject to icing conditions or annual snowfall of 6 inches or more 1) Airport clearing operations meeting? 2) Air carrier ground deicing/anti-icing program meeting? AC 150/5200-30C, Para 1-3 H. Snow Control Center (SCC) or snow desk in place? 313(b)(2), AC 150/5200-30C, Chapter 4 III. Procedures for positioning snow off the movement area for air carrier clearance? 150/5200-30C, Para 4-1 A. Wet snow vs. dry snow conditions. 313(b)(5) B. Prompt notification, in accordance with 139.339, of all air carriers using the airport when any portion of the movement area normally available to them is less satisfactorily cleared for safe operation by their aircraft 150/5200-30C, Para 4-2 a. C. Snow Clearing Principles—NOTAM procedures included? 4-2a 1) Ramp and Terminal—Clearing Objectives a) Slick Ramp Surfaces b) Increased Airplane Engine Thrust c) Obscured Taxi Signage d) Obscured Terminal Visual Aids e) Snow stockpiles adjacent to airplane operating areas 150/5200-30C, Para 4-2 b D. Runway and Taxiway Suggested Clearing Objectives 150/5200-30C, Para 4-2 b.(1) 1) Keep the entire primary runway(s), as practicable, bare from snow accumulations or ice buildup 150/5200-30C, Para 4-2 b.(2) 2) Depending on the equipment fleet, etc., some operations will start at the center of the runway and work outward to the shoulders. 150/5200-30C, Para 4-2 b.(3) 3) Sweepers or brooms used initially to keep the primary runway or its center portion, as near as practicable, bare of accumulations. When snow has melted or ice begins to separate from the pavement due to the action of chemicals, sweepers, or brooms should be used to remove the residue. As soon as snow has accumulated to a depth that cannot efficiently be handled by the sweepers or brooms, displacement plows and rotary plows (snowblowers) should be used as follows: a) use of displacement plows in tandem to windrow snow b) clear paved areas with surface condition sensors c) use of appropriate polyurethane cutting edges and casters on plow moldboards to prevent damage to lights (assemblies). 150/5200-30C, Para 4-2 b.(4) 4) Procedures for obscured visual aids 150/5200-30C, Para 4-2 b.(5) 5) Safe driver distance between equipment operating in echelon 150/5200-30C, Para 4-2 b.(6) 6) Removal of snow/ice or drifts that may affect the signal of electronic NAVAIDs. 150/5200-30C, Para 4-2 b.(7) and Chapter 5 7) Procedures for runway friction measurements after completion of snow clearing operations to assess the effectiveness of the snow clearing operation.

71 acceptable i. Electronic—provides print-out readings and ii. Mechanical—confirm used as back-up only 150/5200-30C, Para 5-4, and 150/5320-12C, Chapter 3, section 2, para 3-7 and Appendix 3 & 4 b. Continuous Friction Measuring Equipment (CFME) devices—preferred recommended equipment (especially for airports with turbo-jet traffic for runway maintenance & weather purposes) as they provide a continuous graphic record of the pavement surface friction characteristics with friction averages for each one-third zone of the runway length. i. self-contained or ii. towed 150/5200-30C, Para 5-3 a. & b. c. Procedures includes conditions acceptable to use DEC or CFME 150/5320-12C, Appendix 5 and 150/5200-30C, Para 2-6, 5-4c.(6) and Appendix 4 d. Training for DEC or CFME included in SICP or ACM personnel training section? If used, are contractors addressed? 150/5200-30C, Para 4-2 b.(8) 8) Snow Bank Profile Limits Figure 4-1 included? 150/5220-22A 9) Does your airport have an EMAS System? If so, is snow removed from the EMAS, describe the process. 150/5200-30C, Para 4-2 b.(9) 10) Warm pavement temperature procedures/use of anti-icing chemicals and/or heated sand prior to start of precipitation. 150/5200-30C, Para 4-2 b.(10) 11) Radio communication with ATCT. 150/5200-30C, Para 4-2 b.(11) 12) High-speed runway turnoff clearing procedures. 150/5200-30C, Para 4-2 b.(12) 13) Procedures for clearing arresting barriers at joint-use military airports. 150/5200-30C, Para 4-2 c E. Surface Incident/Runway Incursion Mitigation Procedures 1) How can pilots of small or large airplanes or vehicle drivers traversing the airfield cause a runway incursion because of our snow clearing operations? 2) How do snow operation personnel at either non-towered airports or airports with less than 24-hour ATCTs monitor information released by the ATC enroute center? 150/5200-30C, Para 4-2 b. (1), 3) Radio Communications—Lead operator designated? 150/5200-30C, Para 4-2 c. (2) 4) Failed Radio Signal Procedures Included? 150/5200-30C, Para 4-2 c. (3) 5) Airfield Signage and Lights a. Priority should be noted for lights and signs associated with hold lines, direction and location signs, and ILS critical areas. 150/5200-30C, Para 4-2 c. (4) 6) Low visibility and whiteouts procedures included? 150/5200-30C, Para 4-2 c. (5) 7) Driver fatigue procedures included? 150/5200-30C, Para 4-3 F. Snow Drift Controlling Procedures Included? 150/5200-30C, Para 4-3a. 1) Snow fence procedures? 150/5200-30C, Para 4-3b. 2) Snow trench procedures? 150/5200-30C, Para 4-4 G. Snow disposal procedures 150/5200-30C, Para 4-4a. 1) Use of melting pits or portable melters 150/5200-30C, Para 4-4b. 2) Identifying disposal sites 150/5200-30C, Para 4-5, App. 2 H. Methods for Ice Control and Removal 313(b)(3), 150/5200-30C, Para 4-6 I. Approved Chemicals 1) Airside Chemicals a. Fluid Deicer/Anti-icer b. Solid Deicer/Anti-icer (generic solids or airside urea) 2) Landside Chemicals 150/5200-30C, Para 4-8 3) Approved Sand Requirements met? 139.201(b)(1) and 150/5200- 30C, Para 2-2 Procedures for conducting annual review of SICP including verification of snow equipment list and lessons learned. 150/5200-30C, Para 2-2 Best Practices: Ensure SICP answers the following questions when outlining new plans or revising existing plans 1. Are we materially prepared and adequately budgeted for the new winter season? 150/5200-30C, Appendix 3 & 4 a. Confirm approved Decelerometers (DEC) devices— recommended for airports where a “long” runway down-time is

72 3. Are we staffed adequately with qualified personnel? 4. Is our training program adequately tracking test records and development of qualified personnel? 5. Do our environmental mitigation procedures for disposal of deicers and equipment maintenance materials and supplies keep us in compliance with storm water regulations? 6. Should our Snow and Ice Control Committee (SICC) conduct more pre- and post-season meetings? 7. Did our weather forecasting method monitor last year’s storm events accurately and in a timely manner? 8. Do we need to change our prescribed storm conditions to start clearing operations or preventative measures? 9. Do we need to change our runway closure procedures as defined in paragraph for closing a runway and other paved areas used by airplanes a) Para 5-6 states in part: A NIL pilot braking action report (PIREP), or NIL braking action assessment by the airport operator requires the runway to be closed before the next flight operation. The runway must remain closed until the airport operator is satisfied that the NIL condition no longer exists. When previous PIREPs have indicated GOOD or MEDIUM (FAIR) braking action, two consecutive POOR PIREPs should be taken as evidence that surface conditions may be deteriorating and require the airport operator to conduct a runway assessment. If the airport operator has not already instituted its continuous monitoring procedures, this assessment must occur before the next operation. If the airport operator is already continuously monitoring runway conditions, this assessment must occur as soon as traffic volume allows, in accordance with the airports snow and ice control plan 10. In reference to our runway closure procedure, do we need to revise the steps we prescribed in the SICP for continuously monitoring the runway(s)? Note: Anytime a runway is closed a full runway inspection must be accomplished prior to returning the runway to the ATCT. 11. Do the same personnel continue to initiate the runway closure procedure (as developed by the airport) and are there any new procedures for the closure of a runway? 12. Are there any changes to our chain-of-command and phone numbers? 13. Do we need to update or issue a Letter of Agreement (LOA) with the airport traffic control tower (ATCT) or other parties for implementing runway closure procedures? a) Para 5-6 states in part: Airport operators with an ATCT should formalize a LOA between the airport operator and ATCT. At a minimum, the LOA should specify how all PIREPs of “POOR” and “NIL” are to be immediately transmitted to the airport operator for action. It should also include an agreement on actions by Air Traffic personnel for immediate cessation of operations upon receipt of a “NIL” PIREP. Should an airport have other parties responsible for receiving PIREPs (i.e., FBOs monitoring Unicom Frequency), the airport operator should also have a formalized LOA in place between those respective parties similar to the LOA between ATCT and the Airport. 14. Suggested ACM Template Language; The runway will be closed for operations when the following occurs a) Accumulations exceed ½” of Slush or 2” of Dry Snow (or other accumulation amount as required by aircraft utilizing airport) 2. Did the SICP incorporate identified post-season improvements?

73 c) The airport will continuously monitor the airfield for changing conditions during Snow Events and take the appropriate actions as needed. d) ATCT (if applicable) will immediately relay all PIREPs to the airports as per the Letter of Agreement. 15. Were there any changes to the airfield areas to be cleared and maintained, the timing of operations, and how clearing will be done? 16. Are we informing our users frequently and in a timely manner when we must close the airport or report less than satisfactory surface conditions? Did we get complaints 17. Are we meeting all applicable Part 139 requirements 18. How do we ensure markings, signs, and lighting systems are legible/visible after clearing operations? 19. Are touchdown markings addressed in our procedures? 20. What are our procedures in case of airfield accidents involving snow clearing crews, airplanes, or other airport vehicles? 21. Did we address all unique airport site conditions 22. Have all storm crews received training on the SICP and trained on new equipment? 23. Educate/Train for low visibility and white out conditions to include special provisions to cease snow removal operations when visibility impairs a driver’s ability to safely navigate. 24. Set standards for how long a driver can operate on the airfield to minimize fatigue. 25. Minimize distractions such as non-essential telephones or radios during snow removal operations. Recommend, if personnel is available, to add a person to each vehicle to handle communications. 26. Ensure airfield guidance signs and mandatory hold signs are clearly visible and operational. If snow or ice cannot be promptly removed, ensure appropriate NOTAMs are in place to identify obscured and or missing signs. 27. Vehicles should use adequate/appropriate lighting to ensure they are visible. 28. Communications: Communicate intentions; read back clearances verbatim, whether on ATCT frequency or company frequency; call clear as required. Note: Understand the use of ATCT “Explicit Runway Crossing” Procedures. Use Proper Aviation Phraseology. At Controlled Airfields, periodically check in with ATC to reconfirm ATC clearances. At Uncontrolled Airfields, vehicle operators should continually self-announce positions and intentions. 29. Personnel, who only operate on the movement area during seasonal times of the year should receive recurrent training just prior to that seasonal period. Source: FAA Eastern Region. (https://www.faa.gov/airports/eastern/airport_safety/cert_bulletins/2011/10%20SICP%20Template%20and%20Check list/10%20SICP%20Template%20and%20Checklist.pdf.) b) Any PIREP that reports a NIL braking action in addition, any (2) consecutive PIREP s when braking actions are reported as POOR, the airport will reassess the runway and take the appropriate actions to improve the runway conditions