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NATA Safety 1st eToolkit – Issue 47 – November/December 2008

NATA Safety 1st eToolkitNATA Safety 1st eToolkit

The NATA Safety 1st Management System (SMS) for Ground Operations is underway and many of the tools discussed in this and other eToolkits will be provided to SMS and PLST participants.

Welcome to the 47th issue of the NATA Safety 1st eToolkit, our monthly online safety newsletter, supporting the NATA Safety 1st Management System (SMS) for Ground Operations.

This monthly newsletter highlights known and emerging trends, environmental and geographical matters, as well as advances in operational efficiency and safety. Flight and ground safety have been enhanced and many accidents prevented because of shared experiences.

SAFER GROUND OPERATIONS – PLAN FOR SUCCESS By: Joe Brown, MAS, ATP, CFI, CFII, MEI [email protected] www.thesalusnetwork.com INTRODUCTION Ground operations represent one of the major core components of our aviation infrastructure. Without the necessary support and services that ground operations provide, our aviation system would come to a grinding halt. Our domestic and international ground operations community employs many dedicated, competent, well trained professionals. However, similar to airside operations, ground operations are not exempt from inherent risk, specifically ground damage. Ground damage has become a widespread, expensive problem, as evidenced by industry generated statistics. The Flight Safety Foundation and other respected aviation associations including insurance companies have estimated that worldwide costs related to damage incurred from ground operations is approximately 5 billion dollars annually. Some industry experts even suggest this figure is conservative and that perhaps, in reality, it could be double that amount. NBAA (National Business Aircraft Association) estimates that uninsured costs top $100 million per year. Additionally, a Boeing study conducted in 1996, although slightly dated, discovered that the cost in U.S. dollars equates to $50,000 for each flight cancelation and $10,000 for each hour delay resulting from ground damage and

maintenance error. While the Boeing data focuses on commercial airlines, a direct inference can be made for business aviation. Regardless of the actual numbers, it is clearly apparent that safety and risk in ground operations is a vitally important, ongoing issue. This article seeks to identify the major areas of concern affecting safety during ground operations and to provide reasonable strategies to improve operational safety while simultaneously reducing risk. THE BIG FOUR… In June 2002 the NBAA Safety Committee identified four of the most significant categories of risk factors relating to ground damage. They are:

1. Towing 2. Ramp Movements 3. Ground Service Equipment (GSE) 4. Hangar Movements

Let’s focus on a real world example such as towing an aircraft with an appropriately rated tug. XYZ

Issue 47 November /December 2008

In This Issue: ► Safer Ground Operations – Plan to Succeed ...........................1 ► Regulatory, Legislative and Other Updates..............................9 ► EPA Issues Air Quality on Lead ...............................................9 ► NATA Welcomes President Elect Obama ..............................10 ► NATF Scholarship Success Story Part I.................................10 ► Incident Roundup ...................................................................12 ► API Safety Bulletin on Hydrant Valves and Couplers…………14 ► Aviation Industry Expo Seminar Opportunities…………………15 ► Continuing Education .............................................................16 ► PLST Order Form ...................................................................17 ► NATA SMS for Ground Operations ........................................19


NATA Safety 1st eToolkitNATA Safety 1st eToolkit1. Towing Towing is recognized as the most significant risk factor, is also one of the most important aspects to ground operations. Many safety critical factors impact the towing process such as:

• Proper working tug appropriate for aircraft type • Well maintained tow bars • Appropriate tow bar for aircraft type • Qualification of tug operator • Wing walkers • Qualified brake rider (large / heavy aircraft) • Ramp congestion • Parking • Communications (line service to line service, line service to pilot, etc.) • Ramp conditions (contaminated surface, high wind, prevailing visibility, etc.)

We’ve all seen the consequences of towing gone wrong so we will not focus on those. Rather, we will explore several reasonable strategies aimed at improving safety during the towing process. To begin, prior to connecting the tow bar to the aircraft several things need to be considered in order to achieve the highest levels of safety. They include:

• Are you qualified to operate the tug? • Is the tug working properly? • Do you have the appropriate tow bar? • Is the tow bar in good working condition? • Are wing walkers available? • Prevailing visibility – Can you see well enough to move the aircraft? • Is the ramp congested? • Is the ramp contaminated? (Snow, ice, slush, standing water)

Standardized Towing Procedures If you can favorably respond to the above considerations, you can now safely proceed with the actual process of towing the aircraft. To further mitigate remaining inherent risk during towing, FBOs should incorporate sound, documented standard towing procedures that include, but are not limited to the following;

• Verify that the aircraft brakes are “OFF” before towing or pushing the aircraft. (Verification can be accomplished through direct voice communication with the aircraft or standardized hand signals).

• Line service personnel should be appropriately trained and qualified for towing operations. • Use at least 2 wing walkers when towing aircraft at all times. Consider using 3 wing walkers when moving aircraft

in and out of the hangar. • FBOs should adopt a “Whistle Policy” and issue dive style whistles (no ball inside to get stuck in inclement

weather) with break away lanyards to all line service personnel. • Aircraft should always be towed at a safe walking speed. • Large or heavy aircraft should always require a qualified brake rider. • The tug operator should immediately STOP when sight cannot be maintained with a wing walker. • If there is any doubt regarding adequate space or clearance with other aircraft or objects the tug operator should

immediately STOP. • Only appropriate GSE including the tow bar, if applicable, shall be used for towing operations. • FBOs should clearly placard towing limits/procedures on all tugs.


NATA Safety 1st eToolkitNATA Safety 1st eToolkit• Every effort should be made to tow aircraft in a uniform direction. In other words, avoid changing direction as this

places increased stress and wear and tear on equipment, especially tow bars. 2. Ramp Movements Ramp movements are a close second to towing in terms of ground damage. Organized ramp movements are essential to the safety of all personnel, passengers, and equipment. Line service personnel should understand that ramp areas are primarily designed for aircraft first and vehicular traffic second. To enhance safety and avoid confusion, vehicle traffic flows should be implemented, even in remote locations. Proper signage and ramp markings should conform to standardized airport / ramp design criteria. In other words, FBOs should establish and enforce the “rules of the road”. Specific considerations to further enhance ramp movement safety include:

• During any ramp movement line service personnel must always be prepared to STOP. • Safe speed limits should be known, posted, and enforced. • Line service personnel should always carry a valid driver’s license. • Follow all airport / FBO authorized traffic rules, right-of-way requirements and speed limits. • Airport / FBO issued driver permits shall always be carried by qualified line service personnel. • ALWAYS maintain GSE in good working order. • All GSE shall display lights from one-half hour before sunset to one-half hour after sunrise, and at all other times

when the airport rotating beacon is on, or when there is not sufficient visibility to clearly identify persons or equipment at a distance of 500 feet.

• All GSE must be chocked, with the ignition off, in park or neutral (as applicable) and parking brake set when unattended.

• Never operate a vehicle under any part of an aircraft. While you may think the vehicle you are driving can clear the wing, the equipment you are towing may not!

• Strict procedures should be implemented by FBO’s to maintain oversight of non-FBO persons driving on the ramp, as applicable. (i.e., aircraft owners driving to their airplanes, limo drivers, etc should be kept to a minimum, if allowed at all.)

• Be Vigilant, Be Vigilant, Be Vigilant… 3. Ground Service Equipment (GSE) Ground Service Equipment (GSE) is also a critically important component to ground operations safety. GSE are the tools that allow us to effectively perform essential tasks throughout the ground operations process. Some key areas of risk exposure and remedies to consider include:

• Fuel trucks should be chocked when servicing aircraft • All mobile equipment should be positioned and driven at an angle to the aircraft (ie., if the brakes fail, equipment

will NOT hit the aircraft) • Ground power units should NOT be positioned under any part of an aircraft • Clearly defined procedures should be in place for line service personnel to remove Ground Power Unit (GPU)

plugs prior to moving the unit • All GSE, when not attended, should: turn the ignition-off, put in park or neutral (as applicable) parking brake set,

and wheel chocked GSE Preventative Maintenance Program Additional GSE considerations should include a well-defined preventive maintenance program. Program specifics should incorporate weekly and individual shift inspections of all GSE that are in service. Inspections should be conducted by qualified line service personnel. In other words, the time to discover that the brakes do not work is not when you are


NATA Safety 1st eToolkitNATA Safety 1st eToolkitattached to a multi-million dollar aircraft attempting, in vain, to stop! Also, FBOs should have a mechanism to clearly identify GSE that is “in-service” and “out-of-service” (i.e. placards, big red signs, red chocks etc.). 4. Hangar Movements Hangar movements represent another critically important component to ground operations safety. Now, not only do we have other aircraft to consider during hangar movements but also walls, doors, ceiling heights, maintenance equipment, other personnel, etc. These additional hazards and risks create the need for increased vigilance and tighter control of operations. There is also a business or financial aspect to hangar movements, namely available space especially during inclement weather and other high profile events (i.e. political conventions, sporting events, etc.). Therefore, in the interest of improving safety and accommodating business needs as best as possible during hangar movements, several key topics need to be carefully considered:

• Hangar stacking diagrams should be used as visual planning aids • Appropriately sized rubber chocks • Trailing edge and static wick protection devices • Adequate floor markings with clearly defined clearance limits

OTHER SAFETY CONSIDERATIONS So far, we have been discussing the Big Four significant factors most commonly cited in ground damage statistics. However, many more important ground safety considerations should also be considered. They are:

• Aircraft parking • Adverse weather operations • Training • SMS (Safety Management System) • Operating Manuals • FOD (Foreign Object Damage)

Aircraft Parking Aircraft parking, especially in the post 9-11 era, has also received greater attention not simply in terms of safety but security as well. Aircraft should be parked in well-lighted areas with adequate spacing from other aircraft, buildings, and equipment. When parking aircraft, line service personnel need to pay particular attention to the direction of jet and prop blast. Appropriately sized rubber chocks should be placed under each main gear for transient stops and all three landing gear chocked for extended stays. (This may vary depending on winds. Set clear policies and procedures and seek flight crew recommendations.) Construction style warning cones with reflective tape should be placed at a minimum at each wingtip and aircraft tail to provide adequate visual reference to other aircraft and line service personnel. Adverse Weather For those FBOs that have undergone a safety audit you may have heard the question “when do you cease ramp operations during severe weather?” A common answer seems to be “ramp operations cease when there is lightning within five miles of the airport.” Good answer, but how do you know lightning is five miles away from the airport? Even if you have the Weather Channel tuned in, as most FBOs do, this does not constitute a safe operating practice.


NATA Safety 1st eToolkitNATA Safety 1st eToolkitClear, consistent procedures need to be developed to ensure that ramp operations cease when warranted by severe and other adverse weather conditions such as:

• Poor or limited visibility • High Wind • Heavy Rain • Poor Braking due to ice, snow, slush, standing water, etc.

A good indicator to help determine if it is safe to conduct ramp operations is to observe if the airport is conducting operations. Chances are, if the airport has ceased operations you should as well. Training Training, seemingly a recurring theme, will always be an ongoing operational necessity for ground operations. Reasons vary, but usually the primary cause is turnover due to economical implications. That said, training should be embraced rather than looked upon as a constant burden. An opportunity exists here to provide and reinforce a positive culture in all line service personnel. By providing and reinforcing a training platform that emphasizes scaled responsibility, personnel have the opportunity to strive to achieve higher status and recognition, additional pay and so on. Training that is matched to scaled responsibility through well defined curriculum and lesson plans culminating in “check-rides” can achieve this goal. The term “check-rides” here is meant to be synonymous with terminology used in pilot training. Safety Management Systems (SMS) and Related Company Documentation No discussion of ground operations would be complete without covering the necessity of an SMS and operations manual. A comprehensive, data-driven SMS and clearly documented company policies and procedures are an essential management necessity in today’s operational environment. Gone are the days where we can rely on a reactive approach to safety. The resulting risk exposure and downside to operations can no longer be tolerated. For additional information refer to Advisory Circular 150/5200-37 Introduction to Safety Management Systems (SMS) for Airport Operators, Advisory Circular 120-92 Introduction to Safety Management Systems for Air Operators, and Creating an Effective Manual System for Ground Operations available in an upcoming NATA Safety 1st® eToolkit. And Don’t Forget about FOD… Advisory Circular 150/5210-20 Ground Vehicle Operations on Airports defines foreign object damage (FOD) as “debris that can cause damage to aircraft engines, tires, or skin from rocks, trash, or the actual debris found on runways, taxiways, and ramps.” There are essentially three types of FOD:

1. Natural types of debris such as birds and ice; 2. Human-made debris that can be generated from anything on the ramp including debris that falls off luggage and

equipment; and, 3. Debris generated from the operational activities of aircraft.

FOD is a major safety concern for ramp areas. It can be ingested by aircraft engines, possibly causing failure on takeoff or extensive damage to the engine that can lead to millions of dollars in damage. Unnecessary damage to aircraft tires is also a problem that can cost thousands of dollars to repair and replace. Other FOD considerations include but are not limited to the following:

• Aircraft line maintenance activities on the ramp • Baggage movement to and from the aircraft • Cargo operations on the ramp


NATA Safety 1st eToolkitNATA Safety 1st eToolkit• Construction projects • Careless littering on the ramp area by personnel • Weather (heavy rains, freezing and thawing of pavement surfaces cause erosion or wind blowing debris across

the ramp) • Wildlife strikes

FOD Prevention Techniques The first step in FOD prevention is to establish a FOD program that is consistent with the policies and procedures among all airport constituents. A sound FOD program should then contain the following procedures:

• Walk the ramp prior to aircraft arrival and after the aircraft departs • Utilize vacuum sweeper trucks on a daily basis • Attach a permanent bar magnet to GSE • Post FOD instruction signs at ramp entrance areas • Designate clearly identified FOD disposal containers (FOD containers should be plentiful, conspicuously marked,

and emptied on a regular basis) CONCLUSION Ground damage incurred during ground operations continues to be a challenging dilemma facing our industry. It is important to remember that ground damage is preventable if we apply sound safety management strategies to daily operational activities. This article identified some of the major areas of concern affecting safety during ground operations and provided reasonable strategies to improve operational safety while simultaneously reducing risk. In closing, take a look at the following questions and associated photos and ask the question, is this how you conduct operations? The morale of the story is… “If you fail to plan, plan to fail.” Have you used a tow bar that looks like this?


NATA Safety 1st eToolkitNATA Safety 1st eToolkitHave you parked an aircraft in the hangar similar to this?

Or like this?


NATA Safety 1st eToolkitNATA Safety 1st eToolkitHave you parked vehicles and aircraft in this manner?

And like this?


NATA Safety 1st eToolkitNATA Safety 1st eToolkitDoes your white bucket look like this?

Food for thought! Article References

• Advisory Circular 120-92 Introduction to Safety Management Systems for Air Operators • Advisory Circular 150/5200-37 Introduction to Safety Management Systems (SMS) for Airport Operators • Advisory Circular 150/5210-20 Ground Vehicle Operations on Airports • NBAA Aircraft Ground Damage Presentation available at http://web.nbaa.org/public/ops/safety/hangar/index.php • Transport Canada SMS Implementation Guide • Safety Handbook: Aviation Ground Operation. (2000). The National Safety Council 5th Edition.

REGULATORY, LEGISLATIVE AND OTHER UPDATES FAA Warns Airports about Winter Deicing Fluid Shortage

Airports are facing a shortage of runway deicing fluids this winter due to a strike by a mine in Canada that produces potassium, a key ingredient in the liquid, warned FAA. FAA first found out about the shortage for E36 deicing fluid in the summer, said Michael O’Donnell, the agency’s director of airport safety and standards. “The folks in our engineering department have regular talks with manufacturers of the deicing fluids, and were told of the shortage,” he recalled. Cryotech Deicing Technology, a leading manufacturer of the fluid, told FAA that E36 would be “significantly limited” for the 2008-09 winter season, in a letter to aviation advocacy groups, including ATA and the American Association of Airport


NATA Safety 1st eToolkitNATA Safety 1st eToolkitExecutives. “CDT previously produced 9 million gallons of fluid a year,” said O’Donnell. “They will be going down to 2 million gallons, which will definitely have an impact.” FAA is getting the word out about the shortage so that affected airports can plan ahead, said O’Donnell. “The good news is that deicing fluid is not the only thing out there that airports can use,” he said. “They can use different kinds of fluid that are glycol-based, along with dry chemicals like urea and even sand, brooms and sweepers.” Editor’s special note: The shortage of deicing fluid is limited to Runway Deicing Fluid and NOT Aircraft Deicing Fluid at this point in time. We will keep you informed, as always, with any additional changes . EPA Publishes Final Rule on Air Quality Standard for Lead

The U.S. Environmental Protection Agency (EPA) has made significant changes to the national ambient air quality standards (NAAQS) for lead in an effort to improve public health. Lead is still used as an additive in aviation gasoline, despite a decades-long search for an alternative fuel. Recently, the EPA published a final rule specifying new standards tightening the allowable lead level to 0.15 micrograms per cubic meter of air (ug/m3), which is 10 times stronger than the 1.5 ug/m3 standard set in 1978. This is the first time in 30 years that the EPA has strengthened the standards, and the action follows a thorough review of the science on lead, advice from the Clean Air Scientific Advisory Committee, and consideration of public comments.

The EPA is redesigning the nation's lead monitoring network, which is necessary for the agency to evaluate compliance with the new standard. The existing monitoring network is not sufficient to determine whether many areas of the country would meet the revised standards. The EPA will require state and local monitoring agencies to monitor industrial sources of lead as well as airports where aviation gasoline is used. While lead levels at airports nationwide have been found to be insignificant, the rule doesn't directly mandate any actions regarding the use of aviation gasoline. Historically, lead NAAQS violations have been the result of lead emissions from large stationary sources and mobile sources that burn lead-based fuels. At the revised standard level, the EPA expects stationary sources to be the primary contributor to violations of the NAAQS.

The EPA will designate areas that must take additional steps to reduce lead air emissions. States have five years to meet these new standards after designations take effect.

To view the EPA's final rule on lead standards, http://www.epa.gov/air/lead/actions.html

NATA's Coyne Congratulates President-Elect Obama on Historic Election Victory

Alexandria, VA, Thursday | November 06, 2008 National Air Transportation Association (NATA) President James K. Coyne today congratulated Senator Barack Obama on being elected the 44th President of the United States. "Tuesday night was a historic moment with this country's election of Senator Barack Obama as President. With the promise of change on the way, NATA looks forward to working with President-Elect Obama and his administration," Coyne stated. "On behalf of NATA and its member companies, I would like to congratulate all candidates on their election to Congress and commend them for well-deserved victories Tuesday night. NATA looks forward to strengthening relationships with new members of the House and Senate, and will continue our efforts to ensure that the interests of our 2,000 members are represented on Capitol Hill," Coyne continued. In addition to congratulating new members, Coyne stated "I would also like to take the opportunity to thank those elected officials not returning for the 111th Congress who have steadfastly supported general aviation and the association. We will


NATA Safety 1st eToolkitNATA Safety 1st eToolkitmiss the support of Senators Gordon Smith (R-OR), John Warner (R-VA), Pete Domenici (R-NM), John Sununu (R-NH), and Representatives Robin Hayes (R-NC), Joe Knollenberg (R-MI), and Steve Pearce (R-NM), all of whom have been ardent supporters of the general aviation industry and fought for issues important to NATA members." "NATA will continue to be actively engaged on long-term legislation to reauthorize the Federal Aviation Administration, while continuing to educate Members of Congress on important issues affecting our members, including air traffic control modernization, onerous fuel tax collection procedures, and environmental regulations that protect the environment while not placing a financial burden on America's aviation businesses," Coyne concluded. National Air Transportation Foundation (NATF) Scholarship Success Story – Part I

Aviation’s First Deaf Pilot – How a NATF Scholarship Helped One Man Achieve the Impossible By Jennifer Coulby It seems that pilots are often people who will go to great ends in order to nurture their passion. Stephen Hopson is no exception. In fact, his personal history is replete with examples of how he overcame obstacles in order to create opportunities and fulfillment for himself and for others. Though he was born deaf, Hopson worked diligently and confidently toward his goals and took risks that led him to an award-winning career as a stockbroker on Wall Street. Then, only five years into his great success in the investment field, he experienced an epiphany and decided to quit his job on Wall Street in favor of pursuing a career as an author and inspirational speaker. It was a decision that left his loved ones in a state of disbelief and required Hopson to make sacrifices in order to live off the remainder of his once ample salary until he had established himself in his new vocation. Methodically, he sought out ways to improve his public speaking and to promote himself, once again encountering and working past doubts that came from both other people and himself. Hopson soon began to acquire speaking engagements and publishing opportunities, and he continues to enjoy success in both occupations today. Despite his many successes, Stephen Hopson is not one who rests on his laurels for long. He is continually searching for ways in which to challenge himself, and one of those ways was to fulfill a childhood ambition of becoming a pilot, which he accomplished in May 2001. Because of his deafness, he was ineligible for an instrument rating at the time, which meant that each time he intended to fly, he had to pore over weather forecasts to make sure that his airborne excursions fell completely within the standards set forth in his Visual Flight Rule license. The requirements are that visibility is three miles or better and that the cloud level is 1,000 feet or higher. He did not, however, have to worry about using the radio, as long as he traveled to and from one of the 11,300 airports in the United States that do not have control towers. All of the extra preparation was worth it, though, because Hopson was living his dream, or at least part of it. In July 2002, he even added a commercial rating to his credentials. However, Hopson’s dream had greater scope than that permitted by his VFR pilot’s license, and so in 2005, Hopson sought and won the John E. Goodwin, Jr. Memorial Scholarship from the National Air Transportation Foundation (NATF) and applied it toward flight school, this time in pursuit of an instrument rating. In February 2006, Hopson accomplished that which many had dismissed as an impossible dream and made history by becoming the world’s first deaf instrument rated pilot. In order to meet the requirements of the rating, he uses a copilot to communicate with air traffic controllers. Earning the instrument rating is an achievement which has brought Hopson much personal fulfillment and opened doors for other deaf pilots. Moreover, it has given Hopson further experience in overcoming adversity, experience which he draws upon as he works to inspire others through his writing and speaking. In this way, a scholarship from NATF helped a dynamic, impassioned man bring to fruition a dream with far-reaching benefit. Read more stories like this one in the 4th quarter edition of our Aircraft Business Journal. To learn more about Stephen Hopson’s accomplishments, both on land and in the air, please visit his website at www.sjhopson.com or his blog at www.adversityuniversityblog.com.


NATA Safety 1st eToolkitNATA Safety 1st eToolkit Think this story is compelling? The National Air Transportation Foundation's (NATF) mission is to enhance the safety and quality of service provided to the flying public by assisting deserving individuals to reach their academic and flight training goals. One way of achieving this mission is through scholarships.

NATF provides an academic scholarship, flight training scholarship and a scholarship for employees of NATA member companies to continue their education. By awarding these scholarships annually, the NATF has been able to achieve its goal of assisting outstanding candidates to pursue careers in aviation service businesses.

Find out more about the NATF at http://www.nata.aero/web/page/1112/sectionid/554/pagelevel/3/tertiary.aspx. NATF relies on member support and encourages you to make a tax-deductible donation today.

INCIDENT ROUNDUP

Regional Jet, Maintenance Truck Collide At ORD; 3 Injured

A pre-dawn collision of a regional jet and a maintenance truck on a runway at Chicago O'Hare International Airport left three people hospitalized. It was reported that two mechanics and no passengers were aboard the United Express jet, operated by SkyWest Airlines. Chicago Fire Department Chief Joe Roccasalva said the plane was traveling from a hangar to a gate at O'Hare when it collided with the truck around 5 a.m.

The driver of the truck was extricated from the city vehicle and transported in critical. The two mechanics from the plane were transported in good condition to a hospital in Chicago, Roccasalva said. Chicago Department of Aviation spokeswoman Karen Pride said a runway at O'Hare was closed for almost two hours due to the incident, but flight operations were not affected.

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NATA Safety 1st eToolkitNATA Safety 1st eToolkitUnited Airlines spokeswoman Megan McCarthy said United planned to work with SkyWest to determine what caused the collision. "We will conduct a full investigation," she said. Officials reviewed United surveillance footage, but due to the morning darkness and lights on the runway, they "could not find who was responsible for the accident," SkyWest spokeswoman Nicole Drew said. The Federal Aviation Administration and the National Transportation Safety Board were also investigating the incident, she added. ----------------------------------------------------------------------------------------- A Boeing 737 aircraft hit the right winglet of another parked Boeing 737 aircraft while being pushed back from the gate with passengers on board. No injuries were reported, both aircraft sustained minor damage and were taken out of service. ----------------------------------------------------------------------------------------- Right Arm Partly Severed, Woman Taken To Specialists

A woman deplaning from a Cessna at Frederick Municipal Airport (FDK) in Maryland is lucky to be alive, after walking into the moving propeller of the airplane. FAA spokesman Jim Peters said the Cessna 172 landed at FDK about 7 pm and proceeded to the ramp in front of the main terminal building, the Frederick News-Post reported. Exiting from the left side of the plane and heading for the restaurant in the terminal building, the 19-year old woman walked around the front of the plane where the propeller struck and partly severed her right arm, according to Frederick Police Department reports. Police spokesman Lieutenant Richard Hetherington said a Maryland State Police flight medic was on the scene when Frederick Police officers arrived about 7:10 pm. The woman was medevaced to Union Memorial Hospital in Baltimore, where hand and arm specialists waited to treat her injury. Hetherington did not release the name of the woman or the pilot, reportedly a flight instructor and also a friend of the injured woman. Airport Manager Kevin Daugherty speculated the pilot was unfamiliar with the Frederick airport, because transient aircraft usually park on the flight line at Landmark Aviation. ----------------------------------------------------------------------------------------- A Boeing 737 aircraft was being deiced when the bucket struck the left winglet. No injuries reported and aircraft damage was minor ----------------------------------------------------------------------------------------- A spokesman for Detroit Metropolitan Airport says a regional jet has collided with a small vehicle carrying luggage in a taxi lane. The driver of the luggage tug suffered minor injuries after the collision with the Northwest Airlink jet, operated by Pinnacle Airlines. None of the 21 passengers and three crewmembers on the plane was hurt in the accident when the plane was taxiing to the gate shortly before 6 a.m. The plane had some damage. ----------------------------------------------------------------------------------------- A Canadair CRJ200 aircraft was on the non-movement area when it was struck by a tug. The tug drive sustained unknown injuries and damage to the aircraft was substantial. -----------------------------------------------------------------------------------------

Information Bulletin for General Release EI08/026 Safety Bulletin - Aviation fuel hydrant pit valves and hydrant pit couplers

22 October 2008

Aviation fuel hydrant operators and into-plane fuelling companies at airports should be aware of the safety benefits provided by the use of hydrant pit couplers that meet the requirements of API/EI Specification 1584 Four-inch hydrant systems components and arrangements, 3rd edition, 2001 (reaffirmed 2007). They should also be aware that hydrant pit couplers meeting API/EI 1584 3rd edition requirements should only be used with hydrant pit valves that are also API/EI 1584 3rd edition compliant. Implementation — API/EI 1584 3rd edition compliant hydrant pit couplers should only be used on 1584 3rd

edition compliant pit valves. Pit valves that meet API 1584 2nd edition requirements will not have been tested to confirm they will not be damaged by the impact forces resulting in a coupler breakaway and the subsequent pressure surges generated by the rapid closure of the pit valve.

— Hydrant operators are advised that the implementation of 1584 3rd edition compliant pit valves is necessary, so that refuelling companies can implement API/EI 1584 3rd edition compliant couplers.

— API/EI 1584 3rd edition compliant equipment offers enhanced safety benefits compared with API 1584 2nd edition compliant equipment.

Technical Basis for new requirements in API/EI 1584 3rd edition – Key points — There is experience of hydrant pit couplers being accidentally knocked off of hydrant pit

valves during refuelling operations, for example, by a service vehicle colliding with the pressurised pit valve and coupler arrangement during aircraft fuelling. Two separate incidents resulted in large volume releases of pressurised jet fuel, with a number of other incidents resulting in lesser spills.

— API/EI developed the third edition of 1584 to include the requirement for clean break-away of the coupler from the pit valve adaptor when subjected to an impact or load.

— The specification includes new test procedures to demonstrate that a coupler will separate from the pit valve, when between 4000 and 5000 lbf is applied, without damaging the ability of the 1584 3rd edition pit valve poppet to close and prevent a large fuel spill.

— If the hydrant coupler breaks away cleanly, the pit valve poppet will close rapidly and minimise any pressurised fuel release. There will still be some spillage from the hydrant servicer hose and pipework via the damaged coupler but this is considered significantly less hazardous than a pressurised geyser of jet fuel from a damaged pit valve.

— During the development of API/EI 1584 3rd edition the EI contracted an independent stress analysis study that confirmed that a knock-off force greater than 5000 lbf would cause an increased risk of damage to underground hydrant risers during an impact. Damage to a riser could lead to an undetected underground loss of fuel containment.

— API/EI 1584 3rd edition is intended to result in equipment with a clean breakaway design feature, with reduced risk of a significant fuel spill and damage to the hydrant line if both hydrant pit valves and pit couplers are 3rd edition compliant.


NATA Safety 1st eToolkitNATA Safety 1st eToolkit

NATA Announces New Educational Week in Las Vegas NATA announced the new "Educational Week," held in conjunction with the 12th annual Aviation Industry Expo (AIE), at the Las Vegas Convention Center, March 10-12, 2009. Aviation Industry Expo is managed by Cygnus Expositions, the tradeshow division of business-to-business media leader Cygnus Business Media. NATA will offer a series of workshops and seminars designed specifically to improve the performance and profitability of FBOs, ground support and maintenance businesses. A wide variety of informative and valuable topics will feature nationally and industry recognized experts providing the latest intelligence, tactics and strategies to maximize business success in this unstable economic market.

"This new educational opportunity is an integral part of Aviation Industry Expo, answering our members' desire for continued training," added NATA President James K. Coyne.

The 2009 agenda includes the following seminars and workshops:

Line Service Supervisor Training Seminar Financial Management Tools & Techniques for Aviation Service Businesses Seminar NATA Safety 1st Trainer Seminar Safety and Health Training for Ground Operations and Risk Management Seminar Customer Service Excellence Workshop Environmental Compliance Seminar Aviation Management - Innovation through Technology Workshop

"As the voice of the FBO market, NATA continues to be a key component of Aviation Industry Expo," said Jill Ryan, Cygnus Expositions senior group show director. "Because the business and operational needs of an FBO are diverse, and the needs of our attendees have changed, NATA has specifically designed this multi-tiered educational event to answer the demands of industry professionals who must constantly learn new strategies and regulatory policies to keep their businesses growing. With over 500 exhibiting companies, the AIE attracts attendees from all over the globe to learn solutions to their toughest business challenges."

Please refer to Continuing Education on page 16 or contact Adam Coulby, NATA education manager, with questions.


NATA Safety 1st eToolkitNATA Safety 1st eToolkitCONTINUING EDUCATION

2008 Schedules: Aviation Safety and Security Offerings Embry-Riddle Aeronautical University's Center for Aerospace Safety/Security Education (CASE) Details online: http://www.avsaf.org/programs_events.html Southern California Safety Institute Website: http://www.scsi-inc.com/

The GW Aviation Institute Aviation Safety and Security Certificate Program http://www2.gwu.edu/~aviation/safetyandsecurity/ss_courses.html

Transportation Safety Institute Details online: http://www.tsi.dot.gov/Catalog/Default.aspx?value=DTI-20 University of Southern California Aviation Safety and Security Program Details online: http://vitserbi.usc.edu/aviation/ General Education Offerings Coming in 2009 We are publishing a PRELIMINARY schedule for the first part of 2009 Please check www.nata.aero and click on Events Calendar for further details as they become available. Environmental Compliance Seminar January 19, 2009 in Houston, TX Line Service Supervisor Training Seminar January 20-21, 2009 in Houston, TX

Additional Details & Registration Online: http://www.nata.aero/Event.aspx?page=1162&sectionid=553 NATA Safety 1st Trainer January 22, 2009 in Houston, TX Additional Details & Registration Online: http://www.nata.aero/Event.aspx?page=1200&sectionid=553 Line Service Supervisor Training Seminar February 10/11, 2009 in Durham, NC NATA Safety 1st Management System (SMS) Workshop February 26, 2009 in Dulles, VA

Aviation Industry Expo Seminars: Las Vegas Convention Center Aviation Legal Compliance Workshop March 9, 2009 in Las Vegas Environmental Compliance Workshop March 9, 2009 in Las Vegas Line Service Supervisor Training Seminar March 9-10, 2009 in Las Vegas NATA Safety 1st Trainer Seminar March 11, 2009 in Las Vegas Financial Management Tools and Techniques for Aviation Service Businesses March 11-12, 2009 in Las Vegas Safety & Health Training for Ground Operations (OSHA 10-HR) March 11-12, 2009 in Las Vegas

The National Air Transportation Association (NATA), The Voice of Aviation Business, is committed to raising the standard on ground safety. NATA began with the Safety 1st Professional Line Service Training (PLST) Program in 2000 and expanded with the adoption and implementation of the NATA Safety 1st Management System (SMS) for Ground Operations in 2004. The eToolkit provides continuing education in support of the PLST and SMS programs.

Subscribe to NATA Safety 1st eToolkit. If you are not currently a subscriber to NATA Safety 1st eToolkit and would like to receive it on a regular basis, please email [email protected]. The NATA Safety 1st eToolkit is distributed free of charge to NATA member companies and NATA Safety 1st participants.

http://www2.gwu.edu/~aviation/safetyandsecurity/ss_courses.html

PARTICIPATION AGREEMENT

NATA Safety 1st Management SYSTEM (SMS) FOR GROUND OPERATIONS

Yes, we want to sign up for the NATA SMS for Ground Operations! We understand the following will be included in the price of our participation in the SMS:

Contact Information (please print legibly)

CEO/Owner Email

Safety Coordinator Email

Company

Street Address

City State Zip

Phone Fax Email

Pricing

-

tions. Please note that we will correspond with one Safety Coordinator per company and will require additional company

information once established in the program. Please check appropriate box below.

� $600 for NATA Safety 1st participants / NATA Members with 0-50 employees

� $1,200 for NATA Safety 1st participants / NATA Members with 51-150 employees

� $1,800 for NATA Safety 1st participants / NATA Members with more than 150 employees

Non-NATA Members please call for pricing. If you are currently an Air Operatons SMS participant, you are eligible for a

25% discount on the Ground Operations SMS.

Payment

� Check enclosed (Please make payable to Aviation Training Institute, LLC.)

� Please charge my � MasterCard � Visa � American Express

Credit card number _________________________________________________________ Expiration _____________________

Signature__________________________________________________Name on card___________________________________

Fax to (703) 845-8176 or mail to NATA Safety 1st SMS, 4226 King Street, Alexandria, VA 22302

Agreement

I understand as CEO/Manager of this facility, safety is a core value. As such, the authority and responsibility to

implement this program is placed with me. I will provide the resources necessary to ensure the safety of our customers,

their equipment, our employees and the environment in our daily operations.

Signed this date___________________________CEO/Owner Signature______________________________________________

4226 King Street / Alexandria, VA 22302 / (703) 845-9000 / Fax: (703) 845-0396

� SMS Guide� SMS Webcast Tutorials � SMS Consultation by Telephone or email

� SMS Secure, Online Event Reporting Form� SMS Monthly Online Newsletter� SMS Root Cause Analysis

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