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TABLE 13
TYPES OF SUBJECTS FOR NON-MOVEMENT AREA TRAINING
Medium Non- General
Subject Areas Large Hub Hub Small Hub Non-hub primary Aviation
Airport Rules and 7 13 16 16 3 9
Regulations
Speed Limits 7 13 16 17 3 8
Meaning of Airfield 5 13 9 10 3 6
Signs
Meaning of Airfield 6 13 13 13 3 7
Markings
Aircraft Dangers 7 13 16 16 3 8
Right-of-Way 7 13 16 18 3 8
Others 5 7 14 12 1 6
the construction area. Although some airports ensure that all between 1 and 2 years, 18 airports every 2 years, and 1 airport
contractors are escorted to and from the construction site, more than 2 years (see Table 14).
other airport operators will cordon off the worksite. Sixty-two
survey responders indicated that they require all contractors The length of time for these recurrent driver training
that work in the non-movement area to attend a driver train- programs, as with the length of time for the basic training,
ing program. Eight responders (primarily small hub and non- varied considerably from one airport to another. The shortest
hub primary airports) do not have such a requirement. In the program was approximately 15 minutes in duration, with the
majority of cases (58 of the 62) in which the contractor is longest program being 8 hours. The majority of recurrent
required to attend an airfield driver training program, the driver training programs are between 1 and 2 hours long.
airport operator is responsible for providing this training.
Four airport operators require the contracting party to do The content of the recurrent driver training consists pri-
the training. In several cases, even though the contractor's marily of reviewing the driver manual (20 airports), classroom
drivers have gone through the airport operator's driver train- instruction (21 airports), discussion of past driving incidents in
ing program, they are still required to be escorted, even in the the non-movement area (16 airports), and on-the-job training
non-movement area. at 4 of the responding airports. At four airports, the classroom
training included computer simulators.
Non-Movement Area Recurrent Driver Training
SECTION 3. MOVEMENT AREA REQUIREMENTS
The survey also contained several questions on non-movement
area recurrent driver training requirements. Although basic Use of Perimeter Roads
training for the non-movement area is an accepted practice at
most airports, there has always been some question regarding The greatest need for driver training programs on an airport
the need for recurrent training. As mentioned previously in is to prevent or reduce runway incursions. A vehicle on or
chapter one, there is no requirement at this time to provide crossing a runway at the wrong time can have devastating
recurrent training to personnel that are authorized to drive only consequences. No airport operator wants this to happen
on the non-movement areas. Of the 72 responses to the ques- and should take appropriate steps to ensure that the airfield
tion of the requirement for recurrent training for the non- remains safe at all times. Many airport operators have estab-
movement area, 36 airports responded that they did have lished perimeter roads around the airfield and require drivers
such a requirement. The 36 airports included 4 large hub pri- to stay on these perimeter roads when moving from one
mary airports, 8 medium hub primary airports, 9 small hub side of the airfield to the other. This applies to employees of
primary airports, 9 non-hub primary airports, 2 commercial the airport operator when they have no immediate need to be
service airports, and 4 general aviation airports. With regard to on the taxiway and runways. The FAA has encouraged the
the frequency of the recurrent training programs, 15 airports building of perimeter roads to help reduce runway incur-
required the recurrent training at least annually, 2 airports sions; however, there are airports that have chosen to not
TABLE 14
REQUIREMENT FOR RECURRENT TRAINING FOR NON-MOVEMENT AREAS
Requires Recurrent Large Medium General
Training Hub Hub Small Hub Non-hub Non-primary Aviation
Yes 4 8 9 9 2 4
No 3 5 7 9 2 5
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construct such a road as well as airports where such a road training for the airport operator's personnel was performed by
cannot be built for various reasons. These airports, then, have a tenant or FBO.
not only airport personnel, but air carriers and other tenants
crossing runways and taxiways many times a day. Although At times, as stated previously, it is necessary for tenants
it is essential that the airport operator have its own personnel and air carriers to access the movement area on a recurring
given access to the movement areas, it is not uncommon for basis. Again, the primary instructors for non-airport staff
FBOs, air carrier personnel, FAA technical operations per- are in airport operations (56 responding airports), followed
sonnel, contractors, and other government agencies to seek by public safety personnel (11 responders). At seven of the
authorization to drive on these areas. responding airports, the FBOs or air carriers are responsible
for the training.
Access to the Movement Area
What Constitutes Movement Area Training
It is incumbent on an airport operator to evaluate requests for
various groups to access the movement area. In many cases, Movement area driver training is more comprehensive than
the airport operator has been able to restrict this access to non-movements area training. It may incorporate the train-
those that absolutely need the access, such as its own opera- ing subjects included in non-movement area training but also
tions staff, the aircraft rescue and firefighting personnel, and include subjects that deal solely with the movement area
maintenance personnel. Of the eight large hub primary air- environment. All responding airports include content on
ports surveyed, only 2 authorize the airport police to drive on runway and taxiway markings and lighting, location of air
the movement area, whereas 11 of 13 medium hub airport navigation-critical areas, proper communications with Air
operators authorize the airport police to drive on taxiways and Traffic Control, and runway incursion awareness. The great
runways. There are non-primary commercial service airports majority of responding airports also included radio-out
and general aviation airports that do not have police stationed procedures with their movement area training curriculum,
at the airport on a continuing basis. At many airports, FBOs and although two medium hub primary airports did not include
air carrier personnel are only allowed on the movement area this type of training. Many airport operators also include a
while under escort, as are contractors (see Table 15). segment on nighttime driving (see Table 16). Airports that
have land and hold short procedures included training in that
area as did airports that have low visibility operations, known
Who Conducts Movement Area Training as surface movement guidance and control systems. Although
not many airports have such a system, those that do or have
For all the various categories of airports in the survey, the partial systems know that driving in low visibility can be
movement area driver training for the airport operator staff is dangerous.
primarily the function of airport operations. However, one of
the large hub airports, one medium hub airport, three small hub In covering these different topics in the movement area
airports, seven non-hub airports, and two general aviation air- training program, airport operators use a variety of different
ports also employ a public safety department as well. (A public methods. Seventy-five percent of the responding airports had
safety department is usually under a public safety director and prepared a driver manual for their employees. Seventy-six per-
includes both the police and the fire fighters, who may or may cent use classroom instruction compared with the 46% that use
not be cross trained as police and firefighters.) At one non-hub classroom instruction for non-movement training. Computer-
airport and two general aviation airports, the movement area based training is also used by many airport operators, with
TABLE 15
AUTHORIZED ACCESS TO THE MOVEMENT AREA
Authorized Access to Medium Non- General
Movement Area Large Hub Hub Small Hub Non-hub primary Aviation
Airport Police 2 11 12 13 2 6
ARFF 8 13 16 21 5 10
Airport Operations 8 13 16 20 5 10
Maintenance 7 13 15 21 5 11
FBO Employees 2 6 8 13 4 9
Air Carrier Employees 3 8 0 3 2 2
Airport Vendors 0 2 0 0 0 2
Contractors 2 6 11 10 5 5
FAA Tech Operations 7 13 15 21 5 9
Other Federal Government 1 3 3 3 1 2
Agency Personnel
ARFF = Airport Rescue Fire Fighting.
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TABLE 16
COURSE CONTENT FOR INITIAL MOVEMENT AREA TRAINING
Course Content for Initial Large Medium Non- General
Movement Area Training Hub Hub Small Hub Non-hub primary Aviation
Runway and Taxiway 6 11 10 12 4 8
Markings
Runway and Taxiway 6 11 10 12 4 8
Lighting
Land and Hold Short 1 5 5 3 1 0
Procedures
SMGCS 4 6 1 3 0 0
Nighttime Driving Training 6 8 7 7 4 6
Location of Critical Areas 6 11 9 11 4 7
for Navigational
Equipment
Proper Communications 6 11 10 13 3 7
with Air Traffic Control
Radio-Out Procedures 6 9 10 12 4 8
SMGCS = surface movement guidance and control system.
some using the computer-based training offered by trade Although 76% of the surveyed airports require classroom
organizations, such as the AAAE. Others use stand-alone training, the length of the training varied considerably from air-
systems. Some airport operators make these computer-based port to airport. Overall, the length of time ranged from 30 min-
training programs available 24 hours a day. In some cases, utes to 8 hours. Most of the training sessions lasted from 1 hour
the computer-based training is also combined with classroom to 3 or 4 hours.
training. One of the large hub primary airport operators uses
a computer simulator for its driver training (see Table 17). Driving on the movement area of any airport can be
stressful. While trying to remember the location of the vehi-
Many airport operators require that employees take a writ- cle, the driver is also in communication with the air traffic
ten test on airfield driving. Approximately 80% indicated controller. In many cases, there are aircraft simultaneously
that they require a written test. This figure included 9 of the landing and taking off or moving between the terminal and
13 general aviation airport operators. Forty-seven percent the runway. When the environment is also added into the
(35 of the responding airports) require a driving test as well mix, be it rain, fog, snow, and/or nighttime, the problems are
as a written test. compounded. To assist new drivers in adapting to this dan-
gerous environment, some airport operators have included
The use of on-the-job training for driver education is also nighttime familiarization as part of the training. This helps a
a requirement of many of the airport operators for move- driver to understand that an airfield as seen during the day-
ment area training. Seventy-three percent of the respondents light hours is one thing, but as seen during the night is some-
indicated that they require on-the-job training as part of the thing completely different, which can be disorienting. Of
movement area training. All 8 of the large hub primary air- 74 airport operators responding to the question on training
ports, 9 of 13 medium hub primary airports, 13 of 16 small to include nighttime familiarization, 70% (52 respondents)
hub primary airports, 16 of 21 non-hub primary airports, 4 of indicated that such training was part of their curriculum.
5 non-primary commercial service, and 5 of 13 general avia-
tion airports require such training for employees seeking to Once a driver completes the movement area driver training,
drive on the movement areas of an airport. 14 of the surveyed airport operators issue an airfield driver
TABLE 17
METHODS OF MOVEMENT AREA TRAINING
Medium Non- General
Methods of Training Large Hub Hub Small Hub Non-hub primary Aviation
Reading Manual 8 10 13 13 3 8
Classroom Instruction 6 7 12 19 4 9
Computer-Based 4 7 8 6 1 3
Training
Computer Simulator 1 0 0 0 0 0
Written Test 7 9 14 18 4 9
Driving Test 7 5 8 9 2 4
Oral Exam 1 2 6 5 2 3
On-the-Job Training 8 9 13 16 4 5
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permit. Fifty-eight of the respondents issue either a notation on The length of time dedicated to recurrent training is gener-
the airport identification badge or color code the badge in a way ally less than that for initial training. The type of airport did not
to identify such drivers. However, there are several airport oper- appear to make any difference in the length of time for recur-
ators that do not issue any sort of movement area driving permit rent training anymore than it does for initial training. For the
or identification. This is true of one large hub primary airport, seven large hub primary airports that required recurrent train-
one small hub, seven non-hub primary airports, two commercial ing, the length of time expended was from 1 to 4 hours. Two
service airports, and three of the general aviation airports. of the airports reported their recurrent training programs lasted
about 1 hour; another two that their programs lasted approxi-
mately 2 hours, and one indicated that its program for recurrent
Movement Area Recurrent Driver Training training lasted 4 hours. The remaining 2 large hub primary air-
ports indicated that their program times varied. All seven of
During the last several years, the FAA has emphasized the
these airports required the recurrent training at least annually.
importance of recurrent training for airfield drivers. The survey
contained several questions on recurrent training both in the
For the medium hub primary airports, recurrent training
non-movement and movement areas. As mentioned in chap-
programs lasted from 35 minutes to 3 hours. One airport oper-
ter one, the "Call to Action" workshop recommended that
recurrent training for all personnel that accessed the move- ator noted that its program was approximately 35 minutes,
ment area be initiated at all airports. For 74 airport operators one 45 minutes, three reported the time as 1 hour, two indi-
that responded to the questions on recurrent training, 68 (about cated their programs lasted for 1.5 hours, two have designed
92%) indicated that they do require recurrent driver training for their programs for 2 hours, and one for 2.5 hours. The remain-
drivers authorized in the movement area; 7 large hub primary, ing two airport operators' recurrent training programs were
12 medium hub, 15 small hub, 21 non-hub primary, 5 com- 3 hours. Eleven of the 12 airports required recurrent training
mercial service, and 8 general aviation airports (see Table 18). at least annually, whereas the 12th airport put its at "between
One of the commercial service airports indicated that the recur- 1 and 2 years."
rent training was for airport operator personnel only, not for
tenants or air carrier personnel who may be authorized to drive Fifteen small hub primary airports require recurrent training
on the movement area. The time between initial (or recurrent) programs for the movement area. One of the airports has the
training and recurrent training varied from "At least annual" drivers view a video that takes approximately 30 minutes. Eight
for 59 of the airport operators, to "between 1 and 2 years" for of the airports indicated that their recurrent training programs
four airport operators, to "every 2 years" for 5 airports. last for 1 hour, one that its program was about 45 minutes,
three that theirs lasts 1.5 hours, with the remaining two air-
For the most part, it appears that recurrent driving training ports lasting 2 hours. All 15 airports required their employees
programs follow closely the type of programs used for initial to undergo recurrent training at least annually.
training. At 39 of the responding airports, the drivers review
the driver manual. Forty-three airports have classroom train- All 21 non-hub primary airports reported that they require
ing. Twenty-six use computer-based training in their recurrent recurrent training for drivers authorized in the movement area.
training program. Forty-eight require their employees to take One of the programs lasts for 30 minutes, 16 for 1 hour, and
a written test and 13 require a driving test. Nine of the respond- 4 last for 2 hours. Whereas 17 of the non-hub primary airports
ing airports indicated that they also require an oral exam and require annual recurrent training, 2 require the training every
11 airport operators use the on-the-job training as part of their 1 and 2 years. The remaining two airports require recurrent
recurrent training curriculum. training every 2 years.
TABLE 18
METHODS OF RECURRENT MOVEMENT AREA TRAINING
Methods for Recurrent Medium General
Training Large Hub Hub Small Hub Non-hub Non-primary Aviation
Reviewing Driver 3 9 8 9 4 6
Manual
Classroom Instruction 2 5 10 15 3 8
Computer-Based 6 7 7 5 1 0
Training
Computer Simulator 1 0 0 0 0 0
Written Test 5 8 10 15 4 6
Driving Test 1 1 3 5 2 1
Oral Exam 0 2 2 3 1 2
On-the-Job Training 0 1 2 6 2 0
Discussion of Past 2 5 8 13 2 4
Driving Incidents
Other 0 1 3 5 2 0
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TABLE 19
USE OF CELL PHONES FOR COMMUNICATIONS WITH AIR TRAFFIC CONTROL
Allows Cell Phones Medium General
with ATC Large Hub Hub Small Hub Non-hub Non-Primary Aviation
Yes 1 4 3 4 2 1
No 7 9 13 16 1 10
ATC = Air Traffic Control.
Of the 5 non-primary commercial service airports respond- Table 19). The remaining 56 airports, or 79%, did not have any
ing to the questionnaire, all 5 required recurrent driver train- such agreement. Of those that were allowed to use cell phones,
ing for movement areas. Three of the five programs are for one is a large hub primary airport, four are medium hubs, three
1 hour and one for 2 hours; however, the fifth program is are small hubs, four are non-hub primary, two are non-primary
8 hours in duration, which is the same time as that airport's commercial service, and one is a general aviation airport.
initial training for movement areas. All five of these airport
operators require annual recurrent training.
Contractors Working in the Movement Area
Of the 13 general aviation airports that responded to this
Today, construction is very common place in and around
question, eight require recurrent training for drivers in the
the movement areas of airports. Some airports are com-
movement area. The length of the training program, as with
pletely reorienting their runway and taxiway configurations
the other categories of airports, varied from 1 hour (for three
for greater efficiency. Others are building new runways or
of the responding airports) to 1.5 hours (for two of the air-
extending existing ones to handle newer, larger aircraft. The
ports) to 2 hours (for the three remaining airports). Four of the
result of this is that there are contractors and subcontractors
eight airports have a requirement for annual recurrent train-
who need to be in the movement areas of these airports.
ing, one airport for between 1 and 2 years, and three airports
There are hundreds of pieces of construction equipment
require it every 2 years.
being used, some small and some very large. For many of
these drivers, it may be the first time they have been on an
Communications Between the Airport Traffic airfield in some capacity other than as a passenger on an air-
Control Tower and Drivers on the Movement Area craft. To ensure that these drivers do not cause any problem-
atic situations, many airports require them to be trained to
At controlled airports, there is a requirement that anyone in the drive on the airfield. Some contracts call for the prime con-
movement area must be in contact with the airport traffic con- tractor to train its employees, as well as the employees of all
trol tower at all times. If the airport is certificated under 14 CFR the subcontractors. Some airport operators require the con-
Part 139, Airport Certification, there is an explicit requirement tractors to be escorted at all times when on the airfield and to
to establish and maintain communications with the tower while cordon off the area where the work is to take place. In many
anywhere in the movement area (see 14 CFR 139.329). This cases, these different methods are used in combination.
has historically been done by two-way radio communica-
tions on published frequencies. There are also procedures set Based on the survey results, 51 airport operators, of the 74
out between Airport Traffic Control and the airport operator for that responded to Question 52, require contractors who work
using emergency procedures when there is an interruption of on the movement area to attend an airport driver training pro-
radio communications. Under rare circumstances, light gun gram even if the area that they are restricted to is cordoned
signals may be used when radios are not working properly. off. Twenty of the respondents indicated that they do not
However, today's technology has evolved to allow for better require such training (see Table 20). This is probably because
and more reliable communications. In this light, the survey the operators require the construction area to be cordoned off
posed a question regarding the permissibility, on an airport, to at all times. In 49 of 51 responses, the airport operator is
use cell phones in place of normal communications. Of 71 tow- responsible for the training; however, there are several air-
ered facilities, 15 airport operators, or 21%, had agreements ports that place that responsibility on the contractor. Some
that allowed their drivers on the movement area to communi- airport operators maintain that the contractor is always under
cate with Airport Traffic Control by means of cell phones (see escort; therefore, there is no need to train them.
TABLE 20
CONTRACTOR REQUIREMENTS FOR DRIVER TRAINING IN THE MOVEMENT AREA
Requires Large Medium General
Contractors Training Hub Hub Small Hub Non-hub Non-primary Aviation
Yes 5 11 11 13 3 8
No 3 1 3 8 2 3
