Expediting Aircraft Recovery at Airports (2012)

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15 chapter three AircrAft recovery Personnel The process of disabled aircraft recovery often involves mul- tiple personnel. These personnel assume specific roles during the recovery process, each requiring a unique skillset and sufficient resources to effectively contribute to the recovery operation. Although additional roles may be represented by personnel during a recovery operation, this chapter high- lights the most common personnel. AircrAft owner/oPerAtor Typically, the aircraft owner/operator specifies an aircraft recovery coordinator to represent the interests of the air- craft owner/operator during the recovery process. Although this individual may be the pilot [especially in general aviation (GA) events], or an airline station manager, airlines typically designate a recovery coordinator who is prepared to make all technical and financial decisions on behalf of the aircraft owner/operator concerning the recovery. Some airlines have dedicated recovery teams, with specific individuals on the team able to serve as the recovery coordinator. It is in the best interest of aircraft owners and operators to com- pile a list of the individuals authorized to serve as recovery coordinator. According to Traiforos (1990) typical ques- tions that this individual is responsible for resolving may include: 1. What methods will be used to lift the aircraft? 2. Should fuel/baggage/cargo be offloaded first? 3. What local resources (supplies, equipment, personnel) are available? 4. Should an independent contractor be called? 5. What assistance is needed from the airport operator? An aircraft owner/operator (airline) may also request assistance from another operator (airline) at an airport. This is more typical if the airline with the disabled aircraft does not have a maintenance facility or significant operations at the airport involved. Airlines are generally willing to assist their competitors with equipment or personnel in a time of need if requested. AirPort oPerAtor Typically, the airport operator specifics an airport recovery manager to represent the airport operator during the recov- ery process. As a disabled aircraft may substantially interfere with airport operations, and the airport operator is most con- cerned with ensuring a fully operational and safe airport, it is in the interest of the airport operator to designate a recovery manager to oversee the recovery process. This individual is responsible for making decisions regarding the safety of the airport during the recovery process, as well as ensuring com- pliance with applicable regulations and policies. As Olsen (2009, p. 32) explains, When an aircraft becomes disabled, we have an automatic “lose- lose” situation for both the airline and airport involved. Airports and airlines need to turn this ‘lose-lose’ situation into a ‘win-win’ situation by working together. . . . The aircraft recovery coordinator is the authorized repre- sentative of the aircraft owner/operator, and as such is typi- cally the only representative of the aircraft owner/operator with whom the airport recovery manager communicates during the recovery. By coordinating any services pro- vided by the airport operator, the Airport Recovery Manager serves as the “point person” to oversee the recovery process (Traiforos 1990). Additionally, the airport operator may request and receive assistance with aircraft recovery from the regional airport disaster operations group (DOG). Created as a voluntary airport-to-airport mutual aid group, a DOG is designed to meet specific personnel or equipment needs at an airport affected by a disaster. As of early 2012, two DOGs were in existence in the U.S. SEADOG is the South- east Airports Disaster Operations Group. WESTDOG is the Western Airports Disaster Operations Group. Currently, the Midwest, New England, and Middle Atlantic regions do not have a DOG, although airports in those regions may send aid coordinated through SEADOG. Although DOGs were developed with hurricanes, earthquakes, and other natural disasters in mind, it is possible that a DOG could provide an airport operator with support in the form of heavy lift equip- ment and other specialized aircraft recovery equipment and personnel. That being said, the recovery of disabled aircraft is not part of the mission of SEADOG or WESTDOG. It is more likely that an aircraft owner/operator would request assistance directly from a nearby airport, from another operator (airline), or from a contractor rather than from a DOG (J. Smith et al. 2010; J. Smith, personal communication, Jan. 5, 2012).

16 indePendent contrActor Numerous independent contractors serve as aircraft recov- ery experts, providing specialized services. Dozens of com- panies throughout the United States specialize in the recov- ery of disabled aircraft. Often, aircraft owners and operators use the services of these independent contractors to assist with the recovery of a disabled aircraft. Many of these companies also offer aircraft disassembly, aircraft trans- portation, scene management, and environmental clean- up and restoration. Whether the contractor specializes in complete recovery services, or provides only cranes or other specialized equipment, some aircraft owners/operators rely greatly on the services of independent contractors. Air- port operators can develop a list of independent contrac- tors to provide assistance (Traiforos 1990). This list is usually part of the AEP and/or the airport’s ARP. Specifi- cally, AC 150/5200-31C recommends that the AEP “should include provisions for identifying agencies and contractors that could be involved in aircraft removal and/or clean-up of any hazardous materials associated with the emergency” (FAA 2009, p. 231). An airport operator may wish to enter into an agreement with one or more independent contractors to ensure that expertise, materials, and supplies will be available when needed. Although aircraft owner/operators, particularly air carriers, may decide to use their own personnel and equip- ment for recovery, it is beneficial for the airport operator (recovery manager) to encourage aircraft owners/operators to rely on experienced and well-equipped independent contractors if it becomes obvious that such assistance is needed. AircrAft MAintenAnce Aircraft maintenance personnel are also typically relied on for the removal of disabled aircraft. Depending on the severity of the event and the degree of recovery operation, maintenance personnel may be necessary to provide exper- tise and personnel support. For aircraft owners/operators with no maintenance equipment or personnel at the airport (such as would occur with diversions, transient, and small GA operators), assistance will likely be requested from other airlines, the FBO, and the airport operator to arrange for nonroutine maintenance and/or recovery coordination. Thus, it is beneficial to include a list of airlines and FBOs capable of performing maintenance at the airport in the ARP. As explained by Traiforos (1990, p. 10), “Possess- ing a maintenance list will save the time of trying to find someone to perform maintenance while an aircraft sits on the arrival runway.” Additionally, many major air carriers have developed well-coordinated recovery teams that include personnel, equipment, and supplies ready to respond to a disabled air- craft event. Generally, these teams have a great deal of expertise and access to large amounts of specialized recov- ery equipment. These teams will also be able to rent or oth- erwise procure heavy equipment and supplies locally. It may be helpful for the ARP to include a list of these recovery teams and determine whether they are willing to assist with the recovery of aircraft not operated by their company. AircrAft MAnufActurer Although an Aircraft Recovery Manual specific to the air- craft being recovered will provide a great deal of information that will be helpful to the recovery process, such a manual may not be readily available. The aircraft owner/operator typically consults with the aircraft manufacturer as needed during the recovery operation. The airport operator may, however, include a contact list for various aircraft manufac- turers, particularly recovery experts with each manufacturer, in the ARP. It is helpful for this contact list to be developed with 24/7 accessibility as a focus. Recovery experts with an aircraft manufacturer may be able to respond to the incident/ accident site (Traiforos 1990). insurAnce Adjustor As damage to the aircraft either has occurred or can occur during recovery, the aircraft owner/operator’s insurance adjustor will likely be involved in the aircraft recovery pro- cess. The insurance adjustor may not arrive on scene if the aircraft value is below a certain level, or may send a repre- sentative. If on scene, the insurance adjustor will be intensely focused on preventing any secondary damage to the aircraft during the removal process. The airport wants to minimize the possibility of secondary damage as well, because of the liability from causing additional damage to the aircraft. For this one reason, airports tend to require that aircraft owners and operators remove their aircraft. In any event, it is impor- tant to consider the perspective of the insurance adjustor dur- ing the recovery process. Accident investigAtor Once notification occurs, either NTSB or FAA will respond. Although not necessarily part of the recovery process, an acci- dent investigator from either FAA or NTSB will likely be on scene. Once emergency procedures are complete, the inves- tigation into the incident/accident will commence. According to 49 CFR Part 830, the aircraft owner/operator is responsible for “preserving to the extent possible any aircraft wreckage, cargo, and mail aboard the aircraft, and all records, includ- ing all recording mediums of flight, maintenance, and voice

17 A. To remove persons injured or trapped, B. To protect the wreckage from further damage, or C. To protect the public from injury (49 CFR Part 830 1988). Owing to the importance of the accident investigator in the recovery process, it is beneficial to include NTSB report- ing procedures and priority for aircraft removal in the air- port’s ARP (Traiforos 1990). recorders, pertaining to the operation and maintenance of the aircraft and to the airmen until the Board takes custody thereof or a release is granted” (p. 601). Generally, the airport opera- tor provides security at and around the accident/incident site. Even after the NTSB notification has occurred, until release has been granted, the wreckage, mail, or cargo must not be moved or disturbed (meaning aircraft recovery cannot begin) unless necessary to: