Airport Self-Inspection Practices (2011)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

93 Based on your knowledge of Part 139 airports in your region, what are some of the best practices for training self-inspection personnel you’ve discovered? APPENDIX H Open-Ended Responses by FAA Certification Inspectors -FAA Self-Inspection DVD - On-the-job training at other 139 airports with exceptional self-inspection programs - sharing lessons learned. - Industry training courses and outreach (i.e., ASOS Schools, Conferences, etc.) Airports that create in-house self-inspection training programs using photos of their own airfields in concert with other self-inspection training resources are usually more successful with their self-inspection programs. Combination of On-the-job training/simulator training/classroom and outside (ASOS) training programs. Regular self-inspection training, including reviews of FAA ACs and conducting mock 139 inspections in-house (by assigning an employee to act as if they were doing the FAA inspection). Developing airfield-specific training programs with actual pictures of the airfield and pictures of discrepancies versus corrected items. PowerPoint presentations and testing. Hands-on training is one of the best tools. After someone reads about it in the ACs, allow them the opportunity to go to other airports and conduct inspections with other people that do the same job. Networking with other airports. -Combining class room with electronic training aids and hands on practical experience. -Closure of a runway or taxiway system to allow time for a detail training session for inspectors, maintenance, ARFF and other related departments. -Assigning individual inspectors subject instruction responsibilities. This process requires the individual to study the subject material to be able to teach it. -Power Points generated locally and by Central Region. -Counseling Airport Managers/Operations persons during the inspection process. -Outreach programs for airports in a workshop format. Note: Comments are verbatim with the exception of spelling/grammatical corrections and identifiers removed. In what manner, if any, do your region’s expectations differ from 14 CFR Part 139.303 and 139.327? In accordance with the regulations. Our region's expectations mirror .303 and .327. None. No difference. We require the training programs to provide the individuals with the knowledge and skills necessary for the individual to correctly perform their assigned task and responsibilities. Airport familiarization, as an example, is more than knowing the color of markings. Each individual must know the type of marking, the correct name, and location of each marking used on the airport. The same is true for signs and lighting. Training requirements are based on the level of responsibility. The higher the level of responsibility, the more in-depth and detailed the training requirements. Training curriculums and training programs are required for each assigned task, including fuel safety inspections and wildlife control. 139.303 and 139.327 are guidance and points of departure for our inspection process. “If you are not doing these things and keeping a record, we have a problem.” Note: Comments are verbatim with the exception of spelling/grammatical corrections and identifiers removed.

94 Specifically, how can airports strengthen their self-inspection programs, to include training of personnel conducting self-inspections? If there are problems with an airport’s self-inspection program, the airport should be reaching out to other 139 airports with exceptional programs. Use a variety of training materials and techniques. Ensure that airports know that well-rounded self-inspection training should include knowledge of the law, the Airport Certification Manual and the associated Advisory Circulars. Reference material must be provided during training. Advisory Circulars should be at the core of training. Send personnel to other airports, in addition to in-house training. Looking for the same things at another airport sometimes reinforces the requirements and makes them stand-out more than seeing the same airfield day-in and day-out. Make all personnel develop presentations and present the subject to their peers. Once you are forced to “teach” a subject, you tend to learn it more. Airports can strengthen their self-inspection program by becoming more knowledgeable about the assigned task requirements. Airport management in general does not understand the knowledge requirements of each individual. We have been suggesting that airports, whenever possible, develop a personnel training program based on hiring or assigning an individual(s) with the education and background in training requirements. Airports that have taken this approach and that have provided the training coordinator with the hands on experience have been very successful in meeting their training requirements. Airports must be willing to provide the resources and funding to properly address this requirement Airports must have the intent, personnel and resources, or we have an uphill situation. Generally, airports understand the safety concerns and the liability exposure. We counsel them on this, in addition to identifying the requirements of 14 CFR Part 139. As noted above, if we (the FAA) would commit the personnel, money and time to conduct outreach workshops it will strengthen the airport self-inspection program greatly. Note: Comments are verbatim with the exception of spelling/grammatical corrections and identifiers removed. Based on your knowledge of Part 139 airports in your region, what are some of the best self-inspection practices you have discovered? - If staffing allows, rotating inspectors responsible for the self-inspections brings a more diverse and robust self-inspection program. - Ensure self-inspections are completed during both daylight and hours of darkness. - Conduct in-depth focus inspections outside of the daily inspections to target certain areas (pavement, safety areas, signs, lighting, obstructions, etc.). - Outreach to other 139 airports and conduct site visits to airports to establish best practices. One successful practice we have observed at large airports involves assigning specific training topics to individual Operations staff members. Each staff member becomes responsible for creating and presenting the training for that particular subject. This creates “ownership” of the topic--that individual becomes the “guru” for a specific training area and the resulting training programs reflect the pride of “ownership.” Utilization of computer software to help manage work orders and NOTAMs, as well as construction activity noted during self-inspections. Conducting inspections slowly. Conducting the runway inspection near the edge, up and down on both sides. Then, once down the center. (3 passes total). Not staying on the taxiway centerlines during taxiway inspection. Getting out of the vehicle and walking the runway and taxiway safety areas. Multiple airfield inspections per day. Slow moving FOD inspections. Computer-based and web-based electronic inspection tools with GIS mapping and electronic work-order systems. -Using non-standard inspection patterns. -Establishing standards to determine when a condition is no longer acceptable, such as a collection of sign panels in varying degrees of deterioration or photographs of marking conditions. -Adopting the new technology for conducting the daily inspections. The new technology tracks the progress of the inspection against a check list, identifies the location of a discrepancy, develops the work order, and records the correction date. -Inspecting runway lighting on step 1. This method emphasizes the differences in the brightness of the bulbs and gives a better indication of alignment problems and other associated problems Both daytime and nighttime inspections. Periodically driving and walking the Safety Areas. If possible, close movement areas for more detailed inspections. Note: Comments are verbatim with the exception of spelling/grammatical corrections and identifiers removed.

95 Please share any additional information regarding self-inspections, training personnel to conduct self-inspections, and your office’s oversight of these. Airports should consider the self-inspection program the key to FAR Part 139 compliance. Where there are deficiencies in the self-inspection program, we see systemic breakdowns in 139 compliance. When we reach a point of identifying serious issues, we often will recommend that airport visit other 139 airports with established and well managed self-inspection programs. The once a year inspection only provides a snap shot. Airports will typically assign the same position to ride along with the inspector. It's encouraged that personnel be rotated in order to observe the Part 139 Inspection process. Self-inspection training is often lacking when fire department personnel are dual tasked with firefighting duties as well as conducting airfield inspections. Their inspections usually turn into lighting and FOD checks instead of true self-inspections. Self-inspections are often done by vehicles driving too fast and they don’t find things they should be. People don’t normally get out of the vehicle and miss many safety deficiencies that they may easily see by walking on foot. Pictures say a lot and are one of the best tools for training personnel on what they need to be looking for. We work closely with our airports to help them address and develop their personnel training programs. In doing so, we keep an open door perspective for questions and request suggestions. We do not take the approach that we only regulate with no interaction required. We put a great deal of effort in maintaining a balance of enforcement with education and resource support. A comprehensive checklist with an airport diagram and a method of showing closed discrepancies is a good tool. Many of the more sophisticated airports are converting to electronic data programs for this. Note: Comments are verbatim with the exception of spelling/grammatical corrections and identifiers removed.