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19 Equipping Vehicles with Airport Diagrams of private pilots increases. Many of these pilots want access to their aircraft or hangar with few to no limitations. This In response to a question on whether the airport operator includes being able to drive their vehicle out to their aircraft. required that all vehicles operating in the movement area Of the 74 airports responding to the question of pilot access, have a diagram of the airport accessible to the vehicle oper- 49 airport operators allowed pilots to drive vehicles onto the ator, only 24 respondents indicated that there was such as airside to go to their hangar or to their aircraft; 25 indicated requirement at their airport (49 airport operators did not that pilots were not allowed to drive on the airside. The group require an airport diagram). The distribution of the 49 air- of airport operators that did not permit pilots to drive on the ports that indicated it was not a requirement is as follows: airside is broken down as follows: seven large hub primary, 7 large hub primary, 7 medium hub primary, 9 small hub seven medium hub, six small hub, and five non-hub primary primary, 15 non-hub primary, 3 non-primary commercial ser- airports. Of the 5 non-primary commercial service and 13 gen- vice, and 8 general aviation airports. The thinking behind this eral aviation airports, not one prohibited pilots from driving is that a driver should always be aware of his or her location, their vehicles to their hangar or aircraft. This is not to imply day or night, and many of the driver training programs train however that the pilots were allowed to drive onto the move- specifically for this. The distribution of those airports that ment area. Each airport has its own rules and regulations did require an airport diagram is: one large hub primary, six dealing with access to various parts of the airfield. medium hub, six small hub, six non-hub, two non primary commercial service, and three general aviation airports. Those airports that allowed pilots to drive onto the airfield are broken down as follows: 1 large hub primary, 6 medium SECTION 4. OTHER hub, 10 small hub, 16 non-hub, 5 non-hub commercial service, and 11 general aviation airports. Included in the survey were several questions that did not lend themselves to a clear distinction between requirements When asked whether the airport operator required these in the non-movement area and the movement area. pilots to take the airfield driver training course, 22 of the 49 airports answered in the affirmative, with the remaining 27 indicating that it was not a requirement. Those airports Emergency Responders that did require pilots to take the driver training course con- sisted of one large hub primary, two medium hub primary, There are situations that occur on an airport to where emer- six small hub primary, seven non-hub primary, one non- gency responders from off the airport may be called. Whereas primary commercial service, and five general aviation airports. in most situations these emergency personnel respond to the Not requiring pilots to take the driver training course were four street side of the airport, there are occasions where they are medium hub, four small hub, nine non-hub primary, four non- needed on the airfield side. An example of this would be the primary commercial service airports, and six general aviation need for an ambulance with paramedics. For a general avia- airports. tion airport, it may be a call for the local fire department to respond to a fire in a piece of equipment on the airfield or At 18 of the 22 airports that require pilots to take the driver on an aircraft. Many of these airports do not have emergency training program, the airport operator does the training. At responders or may have them only on a part-time basis. The 7 of these 22 airports, FBOs are allowed to train the pilots. questions then are how can they get on the airfield and have Some of these airports use both the airport operator and FBO. they been trained to drive on the non-movement or movement areas. Twenty-six airports answering the question concern- ing emergency responders reported that there is a training Training Programs for Pedestrians program for such responders. However, 51 of the airports noted that escorts were always provided for such respon- The last two questions dealt with training programs specifi- ders. Many of these 51 airports also trained the emergency cally designed for pedestrians that must be undertaken before responders as part of the mutual aid agreements they enter they are allowed into the respective areas. Forty-nine airport into with the local communities. Although seven airport operators do not have a specific program for pedestrians that operators answered that they did not have such a training pro- are allowed in the non-movement areas. Twenty-one airport gram for emergency responders, they also answered that they operators consider such a program as part of the Security did provide escorts for them. Identification Display Area (SIDA) training. Four airports have stand-alone programs for pedestrians that are not part of the SIDA program. Pilots and Access to the Airside of the Airport Fifty-six airport operators do not have a specific program Many of the large primary airports control access for pilots for pedestrians accessing the movement area, with 14 airports through the FBOs on the airport. Additionally, there are not having a program for pedestrians that is part of the SIDA train- that many non-air carrier pilots at the top 75 busiest facilities. ing program. Lastly, four airports have a stand-alone program As the size of the air carrier airport gets smaller, the number for pedestrians that is not part of the SIDA program.