Expediting Aircraft Recovery at Airports (2012)

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ExpEditing AircrAft rEcovEry At Airports All airports, by their very nature, may experience an aircraft excursion from a runway or taxiway. Whether the excursion occurs during takeoff or landing, is categorized as a veer-off or overrun, is intentional or unintentional, such an event typically results in an aircraft that is unable to move using its own power—in other words, it becomes a disabled aircraft. Once an aircraft becomes disabled, it must be removed or recovered. During this process, certain pro- cedures must be followed not only to expedite the recovery of the aircraft, but also to avoid injury to personnel, damage to airport equipment, or secondary damage to the aircraft. These events tax the resources of the airport operator and call for cooperation among the airport, aircraft owner/operator, and other local parties. This synthesis focuses on the recovery of disabled aircraft. More specifically, it addresses what airports can do to expedite the recovery of disabled aircraft. Typically, this is paramount, as disabled aircraft may result in the closure of pavement or even entire airports. Although it is difficult to determine the number of delayed flights or the costs of the delays due specifi- cally to closed runways as a result of disabled aircraft, with overall costs of domestic flight delays exceeding $30 billion in 2007, it is imperative for airport operators to reduce the causes of delays as much as possible. With one or more runways closed because of disabled aircraft, the airport’s capacity is adversely affected and delays will often result. It is impor- tant, therefore, for airport operators to recover a disabled aircraft as soon as practical. To that end, this report provides guidance in the area of aircraft recovery, acquired by means of a thorough review of the literature and interviews with key personnel involved with selected disabled aircraft events. Most of the regulatory guidance on the recovery of disabled aircraft is produced not by the FAA, but by the International Civil Aviation Organization (ICAO), in the form of Airport Services Manual, Part 5—Removal of Disabled Aircraft. Although practices at international airports, such as those in the European Union, typically place significant responsibility for the recovery of disabled aircraft on the airport operator, in the United States this responsibil- ity is typically placed on the aircraft owner/operator. Thus, it is important to keep this in mind when reviewing ICAO guidance on the topic of aircraft recovery. Chapter two of this report provides suggestions on the recovery of disabled aircraft. Although the personnel typically involved in the recovery of disabled aircraft may vary between airports, they generally include the aircraft owner/operator, airport operator, inde- pendent contractor, aircraft maintenance personnel, aircraft manufacturer, insurance adjustor, and accident investigator. Chapter three of this report discusses the distinct roles that each has to play in the recovery process. Owing to the complexities involved with recovering a disabled aircraft, various complica- tions can arise during the recovery process, including: • Secondary damage to the aircraft, • Damage to airport structures, • Severing of underground utilities during excavation, summAry

2 • Difficulties in recovering large aircraft, • Difficulties with acquiring local resources in an expedited manner necessary for the recovery effort, • Transporting passengers from the disabled aircraft to the terminal or collection point, and • Costs associated with the recovery process. Numerous complications can be encountered during the recovery process, but experi- ence has shown which complications may be expected. These complications are presented in chapter four of this report. Although disabled aircraft events may be rare, airports will find it useful to prepare for such an event. Through survey and case study interviews, airport operators that have experi- enced an aircraft recovery have found that rather than being unprepared for a disabled aircraft event, respondents found it beneficial to develop an Aircraft Recovery Plan (ARP). Such a plan will allow an airport operator to better prepare for a disabled aircraft event by con- sidering typical complications and the steps involved with aircraft recovery. These steps may include conducting an aircraft survey, conducting a site survey, managing weight and center of gravity of the aircraft, preparing for the move, lifting the aircraft, and moving the aircraft. Chapter five presents the process of developing an ARP and the removal of disabled aircraft. To summarize lessons learned from literature and case studies conducted during this syn- thesis research airports endeavoring to better prepare for the recovery of disabled aircraft may wish to consider the following elements: • For the airport operator—knowing what the aircraft owner/operator recovery plans are. • Considering that a disabled aircraft event can occur at any airport and expecting a dis- abled aircraft event to occur and thus planning appropriately. For everyone on the air- port’s staff, understanding the benefits of developing an aircraft recovery plan and staff familiarity with the airport operator’s plan to handle disabled aircraft. Clearly defining roles during a disabled aircraft event, including the airport operator, Aircraft Rescue Firefighting, NTSB/Flight Standards District Offices, and aircraft owner/operator. With a leader in each of these groups, developing a flowchart clearly defining when control of the aircraft is being handed over to the next leader may be beneficial. • The key role of communication during the recovery process. • Familiarity with the regulatory and nonregulatory guidance on the recovery of disabled aircraft (chapter two) • For the airport operator, using good judgment to weigh expeditious recovery of the air- craft versus the liability associated with causing secondary damage to the aircraft. • Familiarity with possible complications that may arise during the aircraft recovery process (chapter four) and developing an Aircraft Recovery Preparedness Airport Checklist to overcome possible complications and expedite disabled aircraft recovery (chapter five). • Transportation—not only of passengers and crew from the disabled aircraft, but also of recovery personnel, aircraft owner/operator representative, insurance adjustor, and investigative personnel. Considering, as part of an airport’s disabled aircraft recov- ery plan, how to handle a large number of passengers that need to be transported from the disabled aircraft to a staging/sterile area (i.e., blankets and other accessories to comfort passengers, as well as agreements with transportation companies to supply buses, etc.). • Giving attention to smaller aircraft operators. One approach might be to require all oper- ators to have a recovery plan on file before being permitted to operate an airport. A dis- abled small regional jet can result in a runway closure just as easily as a large transport category aircraft.

3 • Knowing about materials availability on site for aircraft recovery operations and local resources that may be called on during a disabled aircraft recovery event, including hav- ing qualified personnel in place or assisting in identifying qualified recovery resources and materials if so requested by the aircraft owner/operator. Airport operators may wish to include legal counsel when developing this list to avoid restrictions on showing preference to vendors. • Benefits for airport operators visiting airports in other countries, such as in Europe, to learn how they conduct aircraft recovery.