Expediting Aircraft Recovery at Airports (2012)

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22 chapter five AircrAft recovery PlAn “The implementation of a well-developed [aircraft] recovery plan is the airport operator’s only defense [during a disabled aircraft event]” (Traiforos 1990, p. i). A disabled aircraft may result in a runway closure. Even for short periods this may result in metering of aircraft, flight delays, aircraft diversions, and loss of revenue to the airport operator and aircraft owners/operators (Olsen n.d.). Ironically, “even though the aircraft [owner/] operator is responsible for the removal of a disabled aircraft, the burden of a closed airfield lies on the airport operator” (Traiforos 1990, p. 26). Therefore, the main goal of the airport opera- tor during such an event is to return the airport to normal operating capacity in the shortest amount of time. Delays, however, may result during the recovery process. These delays are often the result of lack of information and plan- ning (Traiforos 1990). According to Olsen (2008, p. 32), “90% of airports and airlines are not adequately prepared to handle even the sim- plest [aircraft] recovery situation.” Since disabled aircraft events can wreak havoc with airport operations, it is ben- eficial for airports to be prepared, and an ARP is the pre- ferred method of preparation for airports. As Olsen (2009, p. 32) explains, “The need [for airports] to develop their own ‘organic’ recovery capability, to support the airline in the recovery effort, is becoming apparent.” According to Olsen (2008, p. 33), “When your airport is closed by an aircraft sliding off the runway and getting bogged down, it is a little late to start thinking about your recovery procedures!” AircrAft recovery PlAn overview Even though an aircraft owner/operator is responsible for the removal of its disabled aircraft, the burden of closed pave- ment and a restricted airport rests on the airport operator, affecting all potential users of the airport. As a result, it is in the best interest of the airport operator to oversee the recov- ery process that the aircraft owner/operator is carrying out. Although overseeing this process may be guided by the airport’s AEP, the airport may wish to consider developing an ARP, either as part of the AEP or as a stand-alone docu- ment. Typically, the ARP is unique to that airport and is in addition to any recovery plans an aircraft owner/operator may have in place. Findings from the literature review and interviews with personnel indicate that developing an ARP has advantages for the airport. At a minimum, the ARP could guide airport personnel in providing or acquiring resources for aircraft owners/operators in recovering their disabled aircraft. Rather than having to “feel their way” through a disabled aircraft event, airport personnel would have a plan that would guide their efforts in expediting the recovery of the disabled aircraft, and also would contain available resources and plans for col- laboration. According to Traiforos (1990, p. 2), “Possessing such information in a recovery plan will [help the] . . . the air- port operator [more fully support the aircraft owner/operator] in the performance of a trouble-free recovery.” The main purpose of an ARP is to provide procedures, resources, and plans that allow the airport operator to support the safe recovery of a disabled aircraft by the aircraft owner/ operator with minimal delay. This is accomplished with the following considerations: 1. Safety of personnel involved with recovery operation 2. Preservation of evidence for accident investigation 3. Prevention of unnecessary secondary damage to the aircraft 4. The requirement to reopen the runway for operational use as expeditiously as possible (Air Mobility Command 2006, p. 1). Of the previous considerations, safety is imperative during the recovery process. To ensure a safe recovery operation, it is important that all personnel adhere to safety precautions. Although causing secondary damage to the aircraft is to be avoided, causing injuries to personnel must be avoided at all costs. DeveloPing the AircrAft recovery PlAn Although each airport will have a unique ARP, developed in consultation with local aircraft owners/operators and other stakeholders, and taking into consideration local conditions, there are general considerations in developing the ARP. These considerations, while taken into account by the airport operator developing the ARP, concern both the airport opera- tor and the aircraft owner/operator. It is quite helpful for an airport operator, for example, to understand the recovery

23 procedures that either the aircraft owner/operator or an inde- pendent recovery contractor will take to recover the aircraft. Although the aircraft owner/operator’s responsibilities may not be included in the ARP, the ARP could form the basis of recovery training/education for airport personnel to enable full preparation for a disabled aircraft event. AirPort oPerAtor resPonsibilities Planning Phase Airport Policy Written policy regarding aircraft recovery states who assumes the responsibility for the removal of disabled aircraft. For- mally, the aircraft owner/operator is responsible for remov- ing their disabled aircraft. Commonly, airports (such as Seattle–Tacoma International Airport) place this responsi- bility solely on the aircraft owner, although they may reserve the right to intervene at any time to expedite the recovery pro- cess (Port of Seattle 2008). However, if the aircraft owner/ operator cannot be immediately identified or reached, the air- port operator may have to evaluate other alternatives. Airport policy may include a specific time period in which recov- ery needs to begin after the incident/accident. Some airport operators include a statement in the policy that explains what corrective action may be taken by the airport operator in the absence of removal by the aircraft owner/operator that will provide flexibility to the airport operator. Airport operators sometimes include a statement that requires airport operator approval before the aircraft owner/operator may commence recovery efforts. Los Angeles World Airports, in their Rules and Regula- tions (Los Angeles World Airports 2010, pp. 3-1, 3-2), have the following disabled aircraft policy: Any owner, lessee, operator or other person having the control, or the right of control of any disabled aircraft on the Airport shall be responsible for the prompt removal and disposal thereof, and any and all parts thereof, subject, however, to any requirements or direction by the NTSB, the FAA, or the Executive Director that such removal or disposal be delayed pending an investigation of an accident. Any owner, lessee, operator or other person having control, or the right of control, of any aircraft does, by use of the Airport, agree and consent, notwithstanding any provision in any agreement, lease, permit or other instrument to the contrary, that the Executive Director may take any and all necessary action to effect the prompt removal or disposal of disabled aircraft that obstructs any part of the Airport utilized for aircraft operations; that any costs incurred by or on behalf of the Airport for any such removal or disposal of any aircraft shall be paid to the City; that any claim for compensation against the City of Los Angeles, the [Board of Airport Commissioners] BOAC, and any of their officers, agents or employees, for any and all loss or damage sustained to any such disabled aircraft, or any part thereof, by reason of any such removal or disposal is waived, and that the owner, lessee, operator or other person having control, or the right of control, of said aircraft shall indemnify, hold harm- less and defend the City of Los Angeles, the BOAC, and all of their officers, agent and employees, against any and all liability for injury to or the death of any person or for any damage to any property arising out of such removal or disposal of said aircraft. The Port Authority of New York and New Jersey (operator of JFK International Airport, Newark Liberty International Airport, LaGuardia Airport, Stewart International Airport, and Teterboro Airport) includes the following statement in its Rules and Regulations: The pilot or operator thereof shall be responsible for the prompt disposal of Aircraft wrecked or disabled at an Air Terminal and parts of such Aircraft as directed by the Manager; in the event of his failure to comply with such directions such wrecked or dis- abled Aircraft and parts may be removed by the Port Authority at the operator’s expense and without liability for damage which may result in the course of such removal (K.B. Bleach, personal communication, October 31, 2011). Traiforos (1990) also suggests a policy regarding disabled aircraft: Aircraft owners, their pilots or agents shall be responsible for the prompt [removal or] disposal of disabled aircraft and parts thereof, unless required or directed to delay such action pend- ing an investigation of an accident. If [the aircraft owner, their pilots or agents] . . . does not move it within a ‘reasonable’ amount of time, the Airport Manager (city) [airport opera- tor] may direct the FBO to remove it at the owner’s expense and without liability for additional damage resulting from the removal (p. 9). Regardless of the exact wording of a recovery policy, having a policy that clearly spells out the airport’s expecta- tions and requirements in the event of a disabled aircraft and dismisses airport liability during the recovery opera- tion is important. Media An airport will likely receive many requests from the media during a disabled aircraft event; thus, a plan for handling the media is important. For obvious reasons, a disabled aircraft is a newsworthy story. An airport’s ARP that includes a com- ponent on interacting with the media will allow an airport operator to anticipate and be prepared for the media inter- est that is sure to follow such an event. First, it is helpful to include a designated representative of the aircraft owner/ operator in all media responses. As such, the airport opera- tor may wish to include a list of individuals designated for media response for all aircraft owners and operators (espe- cially airlines) in the ARP. Second, it is helpful to anticipate media inquiries. Airports can expect media questions such as the following: 1. Is the airport open or closed? 2. How has the incident affected airport property? 3. What should passengers do at this point? 4. When will the airport return to normal operations?

24 5. In what way is the airport prepared to handle this incident? 6. What are the details surrounding this event? Last, although it is almost impossible to predict the exact location of a future disabled aircraft event, it is possible and a good idea to plan a media staging area (or several) so that media vans and camera crews can base their operation to gain a visual of the disabled aircraft and the recovery effort. Some airports are fortunate to have multi-level garages or other structures that can provide convenient rooftop access for the media. Once media staging areas are selected, it is beneficial for the airport to share this information with the media so their personnel will know exactly where to respond for an on-airport event. This will lessen confu- sion among the media and reduce workload in handling the media during an event. Transportation Routes Before the recovery effort can commence, recovery person- nel and aircraft owner/operator designees will need access to the site. The recovery of a disabled aircraft will typically involve many vehicles and pieces of equipment needing to gain access to the site, some making multiple trips between the terminal/FBO/hangar area and the accident/incident site. These vehicles may be those not normally allowed access to the movement area, such as tugs, cranes, and vehicles with inadequate marking and lighting, lack of contact with ATCT, or driver not authorized to enter the movement area. It is helpful, therefore, to pre-determine transportation routes. Rather than creating routes to each specific area at which a disabled aircraft event may occur (which is difficult to predict), it is more effective to determine routes to sections of the airfield. A grid pattern can be overlaid on an airfield diagram, dividing the airport into smaller sections. When determining transportation routes, it is important to make allowance for equipment that is too wide for existing roads (such as wide-load trailers), as well as equipment that is too high to safely pass under a canopy or overhead power lines, for example. Specialty vehicles may need additional considerations when establishing transportation routes (Traiforos 1990). Rather than developing transportation routes designed to cross active taxiways and runways, it is best to avoid these areas or, if unavoidable, plan on closing certain sections of pavement to accommodate personnel and equipment. Service roads and perimeter roads may be quite effective as trans- portation routes. Typically, the airport operator can expect to escort personnel and equipment to and from the site. A stag- ing area may be effective in allowing personnel and equip- ment to stage, awaiting an escort to the site. Such an area will likely minimize confusion and unwanted vehicular traf- fic. Alternatively, personnel and equipment can stage at pre- determined perimeter gates (Traiforos 1990). Utility Composite Drawings If the disabled aircraft event involves an aircraft excursion from the runway in which the aircraft departs structural pave- ment, excavation may be necessary. Whether this involves digging, trenching, or other actions, exercising care is impor- tant. Because airports have significant underground utilities, especially at runway ends with various lighting and navaid cables, any activity that disturbs the soil may inadvertently interrupt utilities and could cause shutdown of airfield light- ing and/or navaids. Although the aircraft owner/operator and/ or recovery personnel may not consider the role of utilities in the recovery process, it is important for the airport operator to consider utilities that may be affected by the disabled air- craft and/or the recovery operation. As a result, airport opera- tors will find utility composite drawings to be helpful during a disabled aircraft recovery off the structural pavement. Such drawings illustrate underground utilities, thereby contribut- ing necessary knowledge to the recovery process. Because these drawings are generally numerous, it is best if the ARP states that the drawings are available, can be consulted, and the location at which they may be referenced. Support Equipment To support the recovery operation, it is beneficial for airport operators not only to develop a support equipment list, but also to have on hand specific types of materials that may be used to recover the aircraft. According to Traiforos (1990, p. 16), “developing a support equipment list is one of the most important measures an airport operator can take to prepare for an aircraft recovery.” If this list is not prepared ahead of time, a great deal of time can be lost during a dis- abled aircraft event as personnel attempt to locate needed resources (including equipment and tools). The follow- ing types of equipment should be included on the support equipment list: 1. Aircraft-related—Includes tow bars, tow tractors, jacks, and engine-removal equipment. 2. Recovery kits—Include slings and fixtures, which are required to raise aircraft (normally maintained by recov- ery teams and large-aircraft owners/operators). 3. General aviation—Includes an aircraft landing gear dolly to facilitate removal of light aircraft. 4. Heavy machinery—Includes flat-bed trucks, tow wreckers, dozers, front-end loaders, graders, forklifts, winches, and cranes. 5. Materials—Includes plywood, railroad ties, steel plates, aggregate, cable, rope, and chain. 6. Communication—Includes cellular phones, satellite phones, and two-way radios. 7. Lighting—Includes self-contained lighting powered by generator. 8. Personnel support—Includes shelter, food and bever- ages, and portable toilets (Traiforos 1990).

25 Boeing recommends that airports planning for an aircraft recovery have on hand certain general purpose equipment and materials that, based on Boeing Airplane Recovery Docu- ments, will be beneficial in the recovery of disabled aircraft (Table 2). Although the types and quantities of materials recommended by Boeing (such as up to 1,500 railroad ties) could be considered quite burdensome by an airport operator, the recommendations are designed to aid in the recovery of transport-category aircraft. An airport serving smaller aircraft will likely find it sufficient to have on hand a lower quantity of materials than Boeing recommends. Another option, although it may delay the recovery effort, is to determine local provid- ers of these materials and equipment and have 24-hour contact information for them. The ARP is an excellent place to record this contact information. If not, the airport operator may be forced to look through the Yellow Pages or online in a last- minute attempt to locate a local source of railroad ties or steel plates, for instance. Yet another option for acquiring these resources lies with the airlines themselves. In recognition of the financial burden of acquiring and storing such an extensive list of equipment, airlines have strategically located special- ized aircraft recovery kits around the world. Although these kits are available on short notice, through the Inter national Airlines Technical Pool (IATP), the requesting aircraft owner/ operator is responsible for paying any fees associated with their use and coordinating their delivery to the recovery site. Depending on the location of the disabled aircraft event, it may take significant time to receive the equipment (ICAO 2009a; Olsen 2009; Boeing 2011). Support Personnel In addition to locating support equipment for an aircraft recovery, it is prudent for the airport operator to develop a list of general or specialized independent contractors that may be contacted to provide aircraft recovery services. Contact information, as well as available materials and equipment, would be included on this list. Although the aircraft owner/ operator is responsible for arranging for such services, the airport operator may be called on to assist in securing support personnel for the recovery operation. One such independent recovery company advertises the following on their website: Our company maintains an extensive arsenal of specialized air- craft recovery equipment. Included in the equipment inventory is the ‘Aircraft Recovery and Transport System,’ special aircraft towing devices, aircraft lifting bags and crane recovery devices, portable road systems and ancillary equipment. With the excep- tion of the Aircraft Recovery and Transport System, all aircraft recovery equipment is stored in specially designed, mobile con- tainer systems which allow them to be transported quickly to the site of the incident by road or air. An Overview of our Services: • 24-hour hotline, 365 days a year • Advice on aircraft recovery measures, also by phone or E-Mail • Drawing up an individual aircraft recovery operation plan at your airport • Sending recovery specialists to the site of the accident • Conducting the entire rescue operation for the damaged aircraft on site • Support with the selection and acquisition of your recovery equipment • Training your personnel in the recovery of damaged aircraft with annual refresher courses • Annual review and updating of your concept for the recovery of damaged aircraft (“Aircraft Recovery Worldwide” 2010). recovery Phase Although most of the airport operator’s work occurs in the planning phase, preparing for a disabled aircraft event, the recovery phase will also involve the airport operator. Recovery is the most important phase of disabled aircraft recovery, for if this phase is delayed due to lack of equip- ment, materials, and/or personnel; encounters other signif- icant complications; or results in secondary damage to the aircraft, the recovery process will have significant adverse impacts on airport operations. Thus, it is important for the airport operator to maintain authority during this phase, even while the aircraft owner/operator actually removes the aircraft. Documentation Maintaining an accurate, chronological log of the entire recovery operation is important. This log will begin with the initial notification of a disabled aircraft. Usually a dispatcher or operator will assist with recording information in the log, as responding personnel may be too burdened during the recov- ery operation to maintain an accurate log. Such event logs are helpful when debriefing personnel after the event and may also actually be helpful in improving future recovery operations. Additionally, recording the events with photographs is useful; photographs will greatly aid in discussions and formulating lessons learned (Traiforos 1990). Notify NTSB Although the aircraft owner/operator is responsible for noti- fying NTSB in the event of an accident or any of the events listed in NTSB Part 830.5, it is prudent for the airport opera- tor to follow up to make certain this notification has occurred. Additionally, it is important to notify the FAA Communica- tions Center. Incident Command Post Whenever an emergency situation occurs at an airport, it is beneficial to establish an incident command post. AC 150/ 5200-31C now incorporates the National Incident Manage- ment System and the Incident Command System. A disabled

26 TABLE 2 BOEING MATERIAL RECOMMENDATIONS FOR AIRPORTS PLANNING FOR AN AIRCRAFT RECOvERY No. Item Quantity 1 Fencing, with protective signage As necessary 2 Steel plate, 1 in. (25 mm) thick, 4 ft x 6 ft (122 x 183 cm) 12 3 Steel plate, 1 in. (25 mm) thick, 3 ft x 3 ft (91 x 91cm) 12 4 Manila rope, 3/4 in. (19 mm) diameter 500 ft (152 m) 5 Pulley block, Double sheaves for 3/4 in. (19 mm) diameter rope 4 6 Hardwood beam, 6 in. x 6 in. x 4 ft (15 x 15 x 122 cm) 2 7 Felt padding, or equivalent material 200 sq ft (20 sq m) 8 Mattress, household type 8 9 Plywood sheet, 3/4 in. (19 mm) thick, 4 ft x 8 ft (122 x 244 cm) 50 10 Plywood sheet, 1 in. (25 mm) thick, 4 ft x 8 ft (122 x 244 cm) 125 11 Shoring timber, hardwood, 6 in. x 3 in. x 8 ft (15 x 8 x 244 cm) and, 12 in. x 12 in. x 10 ft (30 x 30 x 305 cm) 500 12 Mobile electrical power unit, 5 kw or larger 1 13 Floodlights with stands, Use with the above power unit, which includes leads, junction box, and 50 ft (15 m) extension cords 4 14 Flashlights, standard, 1 per person As necessary 15 Work lights, Engine driven 4 16 Low-height flat bed trailer, 150 ton (136 metric ton) capacity 4 ft (1.2 m) maximum height 2 17 Tow cable, 20 ton (18 metric ton) capacity wire rope 4 100 ft (30 m) length, splice ends at each end 18 Lifting cable, landing gear structure assembly, 50 ton (45 metric ton) capacity 20 ft (6 m) length, with splice eyes and thimbles 3 19 Tethering cable, or 3 in. (7.6 cm) diameter rope, 20 ton (18 metric ton) capacity 80 ft (24 m) length, with splice eyes and thimbles 8 20 Rachet chain hoist, 3 ton (2.7 metric ton) capacity 8 21 Ground anchor, 10 ton (9 metric ton) capacity 8 (continued on next page)

27 TABLE 2 (continued) 23 Railroad ties Up to 1,500 24 Crushed rock, 1.5 in. (3.8 cm) 30 cubic yards (23 cubic meters) 25 Pit run gravel 50 cubic yards (38 cubic meters) 26 Planking, steel or aluminum, 2 in. x 8 in. x 8 ft (5 x 20 x 244 cm) or equivalent epoxy filament cloth ground cover 500 27 Mobile crane, 12 ton (10.8 metric ton) capacity; height 28 ft (8.53 m) Reach 10 ft (3 m) for airpla ne component lifting, including engines 1 28 Bulldozers, bucket loaders, etc., for excavation As necessary 29 Winching vehicles, forklifts, flat-bed trucks, etc., for tethering, moving, loading, unloading As necessary 30 Ladders, At least 24 ft (7.3 m) extension 2 31 Miscellaneous tools: Shovels, picks, crowbars, sled ge-hammers, hoes, chainsaws, hammers, nails, handsaws, small hydraulic jacks, shackles, etc. As necessary 32 Ballast, Sand bags, cement blocks, scrap iron, drums filled with 3,000 lb (1360 kg) No. Item Quantity water, etc. 33 Trailers or workshop tent As necessary 34 Quick-set concrete As necessary 35 Large mobile cranes, for airplane wing and body lifting As necessary 36 Used rubber tires 30 37 Grounding rod, Coppertone-coated steel with 60 ft (18 m) cables and clips 10 ft (3 m) 38 Fuel off-load capacity of 20,000 gallons (75,710 liters), Fixed mobile or bladder fuel tanks As necessary 39 Water pump for draining ditches, 2 in. (5 cm) diameter pump with a 50 to 100 gpm (189 to 379 liter/min) capability. Pump power supply with 3 in. (7.6 cm) diameter, 100 ft (30 m) suction hose so the pump may clear the fuel vapor area. 2 40 Soil penetrometer 1 Source: Boeing, “Boeing Material Recommendations for Airports Planning for an Aircraft Recovery,” 2011. Retrieved from http://www.boeing.com/commercial/airports/faqs/aircraft_recovery_planning.pdf. 22 On-site communication equipment, Portable radios, interphone headsets, or mobile phones 5

28 aircraft event, regardless of the severity, also benefits from the incident command system. Staffed by the recovery man- ager, this post is best established as close to the accident/ incident site as possible. In this way, an effective communica- tion link is established among responding personnel, the recov- ery team, the airport, and any other agencies (Traiforos 1990). Closures If, upon inspection, personnel recognize the need to close pavement or other areas, it is important to close affected areas promptly in coordination with air traffic control. This ensures the safety of ARFF personnel, NTSB/FAA personnel, and recovery personnel, as well as other users of the airport. When making a determination on closures, it is important to con- sider the height of cranes that may be used to lift the disabled aircraft, as well as airfield hazards association with the dis- abled aircraft. Remember, however, “whenever possible, all areas of the airfield not affected by the aircraft should be kept open, allowing the airport to operate as close to normal as possible” (Traiforos 1990, p. 20). NOTAMs It is important to coordinate any necessary closures with FAA and issue appropriate NOTAMs. The airport operator is responsible for disseminating airport condition informa- tion to users. Part 139.339 details requirements for reporting airport conditions at certificated airports. Escorts Whenever an aircraft becomes disabled on the movement area or safety areas, escorts often will be needed for person- nel who are not movement-area authorized to access the site. Initially, escorts may be needed to provide access to repre- sentatives of the aircraft owner/operator. As the investiga- tion and recovery progresses, investigative personnel, recov- ery teams, equipment operators, and others may need to be escorted to the site. It is important to arrange for vehicles in advance and consider dedicating one or more individuals to this task so that others can concentrate on the actual recovery process (Traiforos 1990). Obstacles It is also important to determine if the aircraft and any sup- port equipment penetrate any of the imaginary surfaces in 14 CFR Part 77 (Part 77). With the height of cranes and other equipment (including the aircraft), obstacles to air navigation are possible and should be closely controlled. This may require certain sections of the movement area to be closed, FAA advised, and users advised through the NOTAM system. Utilities Damage to utilities is possible during excavation to free a disabled aircraft. As planned for during the planning phase, the composite utility drawings would be consulted to prevent inadvertent damage to utilities during any excavation neces- sary for the recovery. Additional Services The airport operator may be called upon to provide addi- tional services, such as ARFF (emergency services), police (security of the site/wreckage and crowd control), elec- trical (lighting, and repairs to damage airfield lighting), construction (locating underground utilities and perform pavement repairs), and general labor (erect barricades and other duties). It is advantageous to anticipate pre-arrange this support (Traiforos 1990). Meetings Communication is integral to any aircraft recovery effort. Proper communication will aid in coordination, and this coordination is best achieved through meetings. Although meetings are effective prior to an event to ensure that all responders, aircraft owners and operators, and the airport are on the same page for the recovery of a disabled aircraft, an initial meeting is also effective once an aircraft becomes dis- abled. According to ICAO, this meeting should include the aircraft owner/operator, investigative authority, and addi- tional recovery personnel, and should cover the following points: • Escort routes to/from the accident site • Defueling to lighten the weight of the aircraft • Requirements and availability of equipment for the removal of the aircraft • Use of the airport and aircraft owner’s/operator’s equipment • Dispatch of aircraft operator ancillary support devices to the site • Weather conditions, particularly for crane-lifting or pneumatic-lifting bag operation • Lighting of the site • A contingency plan, should difficulties develop (ICAO 2009a). This meeting will devise an initial “plan of attack,” arrange resources, discuss transportation routes, confirm NTSB noti- fication and media communication plans, and the like. Since all required personnel may not yet be on-site for this initial meeting, additional meetings may be coordinated to include personnel such as the NTSB/FAA, aircraft manufacturer, and independent recovery contractors. It is important to keep aircraft operators informed of the progress of the aircraft

29 removal operation, as well. And, while keeping aircraft oper- ators informed will likely not require NOTAMs, it is impor- tant nonetheless (Traiforos 1990). Postrecovery Phase Once the disabled aircraft has been moved or extracted from the site, the post-recovery phase has begun. Accord- ing to Traiforos (1990), the post-recovery phase has only a few components: 1. Documentation 2. Inspection 3. NOTAM cancellation and reopening closed areas 4. After-action critique or debriefing. Although a log of the recovery efforts was likely started after the initial notification of the disabled aircraft, the post- recovery phase is a good time to verify the completeness of the log. This documentation may prove helpful for the aircraft owner/operator, airport operator, recovery team personnel, insurance adjustor, and investigative authorities. Details to be recorded may include the following: 1. The initial survey and inspection report, including dia- grams and photographs 2. Initial calculations of the aircraft weight, anticipated loads and center of gravity calculations 3. Information on the weight reduction procedures 4. The technique used to level and lift the aircraft (e.g., jacks, cranes, or lifting bags) 5. The loads imposed during leveling and lifting 6. The loads imposed on tethers 7. The loads imposed on the landing gear during the move- ment of the aircraft to a hard surface 8. Details on any resultant secondary damage 9. The total time of the event, including time of closures, runway downtime, etc. (ICAO 2009a, p. 8-1). In addition, once the disabled aircraft has been removed from the airfield, it is important to inspect all areas affected by the event. This requirement is contained in Part 139.327: In a manner authorized by the Administrator, each certificate holder must inspect the airport to assure compliance with this subpart according to the following schedule: 1. Daily, except as otherwise required by the Airport Certification Manual; 2. When required by any unusual condition, such as construction activities or meteorological conditions, that may affect safe air carrier operations; and 3. Immediately after an accident or incident. All materials, including aggregate, lumber materials, and steel plates will need to be removed. Safety areas will also be inspected to ensure that they are free from any haz- ardous ruts, depressions, or humps. It is also important to inspect airfield lighting, navaids, and pavement surfaces. It is imperative that all personnel and equipment are clear of movement areas and remain clear before reopening any areas. Next, once the inspection confirms that any closed areas can be returned to service, applicable NOTAMs will need to be cancelled. However, NOTAMs may need to remain active for issues not yet resolved. As part of the NOTAM cancella- tion process, closed areas can be reopened. Finally, it is helpful to conduct an after-action critique or debriefing of the event and the recovery operation. This critique could be held in the week of or following the acci- dent; it is most effective not to delay it much longer. If it is delayed, memories may have faded and the critique will lose its effectiveness. According to Traiforos (1990, p. 25), “a formal critique is the best way to review the recovery operation.” Such a critique is most effective if it includes all personnel involved in the recovery operation (or as many as possible) and a review of the investigation, the chrono- logical incident log and accompanying photographs, and the procedures and equipment used during the recovery opera- tion. The debriefing is useful if it addresses possible prob- lem causes and areas for improvement, and results in a revi- sion of the airport’s ARP as appropriate. Once an area has been identified for improvement, it is beneficial to identify corrective action items with a planned implementation date (Traiforos 1990). Aircraft owner/operator responsibilities The aircraft owner/operator’s primary role is to recover the disabled aircraft, which requires removing the aircraft and/or parts of the aircraft from the airfield (or other site). The actual aircraft recovery process may vary, even among different disabled aircraft events at the same airport, espe- cially when they involve different aircraft owners/operators. Recovery procedures will also vary depending on the extent of the recovery required. The order in which these proce- dures are performed will also vary, with some tasks being performed simultaneously. Although the following points describe the important issues to keep in mind when recov- ering a disabled aircraft, the procedures outlined may be the responsibility of the aircraft owner/operator or airport operator, depending on each situation. The aircraft recovery information here is substantially derived from the ICAO Airport Services Manual. Planning Phase Generally, although the bulk of work for the airport opera- tor occurs during the planning phase, the bulk of work for the aircraft owner/operator occurs during the recovery phase. Nonetheless, the aircraft owner/operator is tasked with being prepared for a disabled aircraft event that may occur in

30 the multiple airports this operator serves, which necessitates planning. Experience has shown that it is beneficial for air- craft owners/operators to have a list of recovery resources (including supplies, equipment, and personnel) available locally for each airport at which they operate. Specifically, it is important for the aircraft owner/operator to develop an Aircraft Recovery Preparedness Airport Checklist. This list, which will be unique to each airport served, is recommended by the IATA. Airport operators can typically play a signifi- cant role in developing this list and may even wish to have a similar list in their ARP (discussed in chapter five). Once this list is developed, the recovery coordinator will be more knowledgeable and better able to affect the recovery. A tem- plate is provided here. Aircraft Recovery Preparedness Airport Checklist The intent of this checklist is to identify local resources, equipment, and tooling available should an Aircraft Recovery event occur. The checklist will be updated annually and completed & maintained jointly by Airport Operations and Aircraft Maintenance. A completed/updated copy will be forwarded to: ________________________________________. AIRPORT = ____________. DATE = _____-_____-_____ General Information: Is there an Airport Aircraft Recovery Plan? Yes – No Are any contracts required? Yes – No Any outside vendor contracts? Yes – No (If yes to the above, provide a copy to _______________________________________) Airport Telephone Numbers: Airport Ground Operations Office #_________________________________ Cell #_________________________________ Airport Aircraft Maintenance Office # _______________________________ Cell #_________________________________ Airport Authority (24-hour contact) Office # __________________________ Cell #_________________________________ TSA/Airport Security (emergency temp access/IDs) Contact # ________________________________________ Airport CFR # _____________________________________ Control Tower # ___________________________________ Ground Radio Frequency ______________________________ Fuel Supplier # ____________________________________ Defueling Capacity? ___________________________Lbs/Gals Internal Airline Recovery Equipment? (include tugs, tow bars, etc.) None = ________________________________ _____________________________________________________________________________________________________ ______________________________________________________________________________________________________ _____________________________________________________________________________________________________ Airlines • Are there major airlines operating on the airport? Yes – No • If yes, do they have aircraft recovery capabilities? Yes – No 1) Airline: _______________________________ 24-hr Contact # ___________________ Cell #___________________ Recovery Capabilities/Equipment? _____________________________________________________________________ Hangar/s—Base Mx? (aircraft size capable) ______________________________________________________________

31 2) Airline: _______________________________ 24-hr Contact # ___________________ Cell #___________________ Recovery Capabilities/Equipment? _____________________________________________________________________ Hangar/s—Base Mx? (aircraft size capable) _______________________________________________________________ 3) Airline: _______________________________ 24-hr Contact # ___________________ Cell #___________________ Recovery Capabilities/Equipment? _____________________________________________________________________ Hangar/s—Base Mx? (aircraft size capable) ______________________________________________________________ Military • Are there military operations on the airport? Yes – No • Are there military operations on adjacent airports? Yes – No • If yes, do they have aircraft recovery capabilities? Yes – No Branch: _________________________________ 24-hr Contact # ___________________ Cell #___________________ Recovery Capabilities/Equipment? ________________________________________________________________________ Hangar/s—Base Mx? (aircraft size capable) __________________________________________________________________ AIRPORT Authority Recovery Equipment? (include ropes, mats, etc.) None = ________________________________ _____________________________________________________________________________________________________ ______________________________________________________________________________________________________ _____________________________________________________________________________________________________ CFR (Crash, Fire & Rescue) Recovery Equipment? None = ________________________________ _____________________________________________________________________________________________________ ______________________________________________________________________________________________________ _____________________________________________________________________________________________________ Local City Fire Department/Brigade Capabilities? _____________________________________________________________________________________________________ ______________________________________________________________________________________________________ _____________________________________________________________________________________________________ Local Vendors Towing Companies (large vehicle capability) 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________

32 Heavy Equipment Operators (caterpillars and ground work capabilities) 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ Crane/Heavy Lift Operators 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ Local Vendors House and Building Moving/Heavy Trailering Companies 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ Equipment Rental Companies (generators, temporary lighting, etc.) 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________

33 Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ Lumber Supplier (plywood, timbers, planking) 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ Environmental/Hazmat Cleanup Vendors 1) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ 2) Name: ________________________________ 24-hr Contact # ___________________ Cell #___________________ Tonnage capabilities? _________________________________ Working lengths? ______________________________ Capabilities/specialties _______________________________________________________________________________ __________________________________________________________________________________________________ _________________________________________________________________________________________________ Checklist Completed by (Print Name): _____________________________________________________________________ Date Checklist Completed (Month & Year): _________________________________________________________________ Date and Time Copy Was Forwarded: _____________________________________________________________________ Additional Notes/Airport information/Comments: ____________________________________________________________________________________________________ ____________________________________________________________________________________________________ ____________________________________________________________________________________________________ [Source: Jack Marcoski.]

34 Recovery Phase The recovery phase is the time when an aircraft owner/ operator plays the lead role. Although the actual recovery opera- tion may be contracted out to an independent recovery contrac- tor, the aircraft owner/operator is still responsible for removing their aircraft in a timely and safe manner. According to ICAO (2009a), there are specific steps during the recovery phase. Aircraft survey Once the accident or incident has occurred, and the NTSB/ FAA has been notified, there will be a period of time during which the investigation takes place and the aircraft cannot be moved. During this time, and prior to release of the aircraft by the investigative authority, the aircraft owner/operator can complete a number of preliminary tasks in anticipation of the aircraft recovery process. According to ICAO (2009a, p. 2-1) these tasks include: 1. Recording the initial accident/incident data; 2. Preparing for site security including fire, theft, and access control; 3. Confirming the availability of the removal team members; 4. Arranging for delivery of local recovery equipment; 5. Preparing for movement of specific removal equipment such as IATP kits from other sources; 6. Establishing communication with the aerodrome oper- ator and investigative authorities; 7. Identifying what types of dangerous goods were being carried on board as cargo; 8. Obtaining current drawings/maps of the aerodrome to asses access routes to the site; 9. Transporting the required personnel to and from the removal site; 10. Confirming shipping details for the required recovery equipment; 11. Coordinating visas, passports, vaccinations, and related certificates; and 12. Arranging hotel accommodations and local trans- portation. Once the aircraft has been released by the investigative authority, the aircraft owner/operator can perform an initial aircraft survey. The findings from this survey will prove helpful in preparing for the recovery process with appropri- ate personnel. According to ICAO (2009a, p. 2-2), such a survey will consist of: 1. The integrity of the aircraft structure and landing gear 2. An appraisal of the soil conditions 3. Forecast of current and future weather conditions 4. Relevant health and safety issues of personnel 5. Expected environmental concerns. It is important, before allowing personnel to carry out this initial survey, that the aircraft be stabilized. This stabiliza- tion is not to remove the aircraft (which will occur later), but rather to ensure the safety of personnel who may need to enter or move around the aircraft. Once the initial survey is complete, a more thorough inspec- tion can occur. A thorough inspection will focus on the fuse- lage, wings, and landing gear, but will also include the aircraft electrical system and any fluid leaks. During this inspection, existing damage to the aircraft is determined. Such damage may include cracked, creased, or otherwise distorted fuselage or wing skin panels; broken or missing fasteners; and signs of overheating of any fuselage, wing panels, or other compo- nents. It is important to either remove or secure damaged or loose components (especially landing gear, flap sections, or engine cowlings) before commencing the recovery operation (ICAO 2009a). Site Survey Once the aircraft owner/operator understands the condition of the aircraft, it is important to conduct a survey of the accident site. The main purpose of this survey is to determine how best to recover the aircraft. This survey will focus on the (1) terrain, (2) soil characteristics, (3) access routes, and (4) current and forecast weather. It is important to take into account areas of uneven ground, possibly with drainage ditches and/or streams, and any hazardous wildlife, such as venomous snakes. The load-bearing capability of the soil is also important to verify. The California Bearing Ratio (CBR) is one test that can be used to measure the inherent strength of the soil. Developed by the California Department of Transportation before World War II, the CBR method involves measuring the pressure necessary to penetrate a soil sample with a plunger of standard area. The measured pressure is then divided by the pressure necessary to achieve an equal penetration on a standard crushed rock material. A topographical map will prove a helpful reference during this site survey. Recommended access routes will most likely be identified in the airport’s ARP; nonetheless, specific routes will likely be determined for each recovery operation. Finally, current and forecast weather will be important to recovery personnel, as changing weather conditions can either benefit or hinder the technical aspects of a recovery operation. Additional rain may soften already muddy ground, making the recovery of an off-pavement aircraft even more difficult, and high winds may preclude the use of cranes (Traiforos 1990; “California Bearing Ratio” 2007; ICAO 2009a). It is also beneficial during the site survey to ascertain health and safety issues to fully protect personnel involved in the recovery operation. These issues may include the fol- lowing (ICAO 2009a, pp. 2-6–2-9): 1. Personal protective equipment—May include hard hats, safety boots, protective gloves, coveralls, par- ticulate dust masks, respirators, parkas and rain-suits, and the like. 2. Contracted equipment operators—Need to understand safety concerns associated with overloaded equipment, especially involving aircraft, as well as maximum lift-

35 ing loads during crane lifts, and the need to follow the instructions of a clearly identified authority. 3. Removal equipment—Must be appropriately rated for the anticipated loads and visually inspected prior to use, including an examination of equipment tags attesting to appropriate load ratings and test dates. 4. Hazardous materials—May include composite materials, dangerous goods carried as cargo, depleted uranium (sometimes used for balancer weights), and sharp pieces of metal. 5. Biohazards—Includes blood-borne pathogens, requir- ing personnel to be fully protected and trained to deal with blood-borne pathogens. 6. Oxygen system—Includes onboard oxygen genera- tors, which are to be secured or removed by experi- enced personnel. 7. Electrical system—Main aircraft batteries must be disconnected by experienced personnel if the aircraft electrical system is unserviceable. 8. Fuel system—Minor fuel leaks can be temporarily plugged or repaired by experienced personnel. 9. Dangerous goods crew—Hazardous material crew must be available to clean any fluid spills or leaks, including those from fuel, hydraulic fluid, and waste systems. 10. Fire safety—ARFF personnel and equipment must be available during any defuel or leveling or lifting operations. 11. Aircraft wheels—Must be inspected by qualified per- sonnel to ensure that the wheels and/or rims have not been damaged to avoid risks to personnel if the wheels or rims fail. Aircraft Recovery Manuals The aircraft owner/operator will also ensure that the Air- craft Recovery Manuals (ARM) or documents specific to the aircraft involved are available. The ARM illustrates the technical procedures of recovering specific aircraft as recom- mended by the aircraft manufacturer. These types of manuals are provided directly to the aircraft owner/operator for each new aircraft sold. Owing to the proprietary nature of these documents, they are made available only to owners/operators of that manufacturer’s aircraft. weight and center of gravity Management Before moving a disabled aircraft, it is important to deter- mine the aircraft’s weight and center of gravity. With this information, the following can be determined: 1. The leveling/lifting technique to use 2. The type and capacity of the selected equipment 3. The expected loads 4. Any anticipated changes to the stability of the aircraft 5. The lateral and longitudinal balance limits (ICAO 2009a, p. 3-1). This step is important to avoid changes in the stabil- ity of the aircraft, which may result in injuries to person- nel and secondary damage to the aircraft. Thus, calculating the weight and center of gravity of the aircraft is crucial in anticipating stability changes. Typically, the ARM will con- tain worksheets to assist in calculating the new recoverable weight and/or recoverable empty weight and the associated moments (ICAO 2009a). If the expected loads are not within allowable limits, it will be necessary to: 1. Find alternate leveling or lifting procedures to ensure that aircraft and tooling loads are within their stated limits 2. Adjust the aircraft weight to allow the loads to fall into allowable limits 3. Reduce the weight of the aircraft (ICAO 2009a, p. 3-3). The weight and center of gravity of the aircraft can be altered by removing fuel and/or cargo, transferring fuel from one tank to another, or adding ballast. It is important to remember that galley catering units and trolleys can have a significant influence on the center of gravity (ICAO 2009a). Reducing the weight of the aircraft, either through removal of fuel and/or cargo and other heavy components, is a stan- dard principle in aircraft recovery. Generally, baggage and/or cargo are removed first. There are several important issues to consider during the removal of fuel and/or cargo: 1. Fuel and cargo removal must take place only after the damage survey has been completed and stabil- ity and center of gravity issues have been taken into account. 2. A proper defueling procedure must be chosen only after a thorough damage survey of the aircraft to determine the functional status and serviceability of the fuel system. 3. In most cases, fuel is the largest removable weight component, followed closely by cargo. 4. Aircraft weight change will affect center of gravity, aircraft stability, and expected loads. 5. Personnel must be prepared for and anticipate sud- den attitude changes as fuel or cargo are removed. The changes can affect both the longitudinal and lateral axis of the aircraft. 6. Unusual attitudes caused by collapsed, missing, or heav- ily bogged landing gear will increase the difficulty of removing both fuel and cargo. 7. Once the aircraft is stabilized, and before any leveling/ lifting operations are performed, it is common to remove baggage and cargo from compartments in the follow- ing order: a. The aft bulk compartments b. The forward compartments c. The center section cargo compartments (ICAO 2009a, p. 5-2) By utilizing appropriately trained personnel to handle all defueling operations, a safe defueling operation can be ensured. Although it may be feasible to leave some amount of fuel onboard the aircraft, specifically to help stabilize the

36 ment and the aircraft, it is important to conduct soil stability testing. The CBR method is one option to determine the sta- bility of the soil (ICAO 2009a). Winds at the incident site can be unpredictable, result- ing in possible damage to equipment, aircraft, and personnel. Because of the high profile of the aircraft vertical stabilizer, winds can literally turn the aircraft in mid-air, seriously com- plicating the recovery effort. To minimize wind impacts on longitudinal and lateral stability, it is important to consult the ARM to determine maximum wind velocity limits when lifting with jacks, cranes, and/or pneumatic lifting devices. Although the vertical fin can be removed from the aircraft, this operation is labor-intensive, calling for a careful consid- eration of the advantages versus the time and effort necessary for removal (ICAO 2009a). As previously stated, the removal of a disabled aircraft typically involves multiple personnel and large pieces of equipment. As a result, communications among personnel (including ARFF, police, and aircraft recovery personnel) are integral to a successful recovery. This may involve vari- ous pieces of communication equipment, such as two-way and very high frequency (vHF) radios, cell phones, and possibly even satellite phones, as well as regular briefing sessions. Efforts to ensure effective communication will likely be rewarded during the recovery operation (ICAO 2009a). A final consideration in preparing to move the aircraft is the concept of preventing secondary damage. Secondary dam- age, which can occur at any point during the removal process, can add to the repair costs and increase aircraft downtime. Insurance adjustors clearly oppose any recovery methods that will cause secondary damage to the aircraft. According to ICAO (2009a, p. 4-5), “the significant reduction of aircraft weight by removal of fuel, cargo, and other items is the single, most important factor assisting in the minimizing of second- ary damage.” Table 3 presents various methods of recovery. leveling and lifting The process of leveling and lifting a disabled aircraft is unique to each incident. However, the order of these two steps is the same. First, the aircraft is leveled to ensure stability. This involves ensuring a level aircraft attitude about the lateral and longitudinal axis. Once this is accomplished, leveling can occur about the lateral axis (wings) and the longitudinal axis (fuselage) (ICAO 2009a). Next, the aircraft is lifted to a height where maintenance jacks can be positioned, thereby allowing landing gear to be extended, repaired, or replaced, or for a recovery trailer to be properly positioned. During the lifting phase it is important to ensure that the aircraft is lifted to a sufficient height to allow landing gear to be extended and locked into position or for a recovery trailer to be positioned under the wings and/ or fuselage. It is beneficial to determine this height before aircraft, if defueling is decided upon, one or more of the following methods may be chosen: 1. Normal pressure defueling, with all applicable aircraft systems serviceable; 2. Suction defueling, with all applicable systems service- able and battery power available; 3. Suction defueling, with no electrical power available; 4. Pressure defueling, using an external boost pump har- ness to supply power to the aircraft fuel pumps; 5. Suction defueling, through over-wing fuelling ports; and 6. Gravity or suction defueling, using water drain valves (ICAO 2009a, p. 5-3). Because of the large amounts of fuel that may need to be stored, once removed from the aircraft, it is beneficial for the airport operator, aircraft owner/operator, and fueling contractor to discuss possible storage options. Some options may include empty tank trucks, empty rail tank cars, tanks, or portable fuel tank bladders (ICAO 2009a). Preparing for the Move In preparing to move the aircraft, it is beneficial to consider each of the following issues: 1. Aircraft stability 2. Soil stability 3. Wind loads 4. Communications 5. Preventing secondary damage. First, to ensure safety of personnel and prevent second- ary damage the aircraft must be properly stabilized. Stabil- ity, defined as “the resistance of the aircraft to uncontrolled movement cause by destabilizing forces,” is important to pre- vent a sudden shift in the aircraft’s center of gravity during recovery operations (ICAO 2009a, p. 4-1). Typically, tethers and shoring are relied upon to stabilize the aircraft. Although the number of tethers will vary based on the amount of insta- bility, the specific removal process being used, and the wind speed and direction, it is important to securely attach tethers to a ground anchor equipped with load-tensioning devices. Shoring, which is used to stabilize the aircraft before remov- ing fuel and/or cargo or to hold the aircraft in position while lifting equipment is repositioned, typically involves placing large, padded timbers in load-bearing areas. When relying on tethers, it is necessary to securely attach them to adequate ground anchors. Ground anchors may include commercial ground anchors, dead-man anchors, or the use of heavy vehicles as anchors. The holding capacity of the anchor, which may vary according to the type, depth of the anchor, and moisture content of the soil must be considered. To determine that the soil at the incident site, including transport routes, is capable of supporting the loads of equip-

37 beginning the lifting operation. Depending on the lifting height of the equipment, it may be necessary to lift the air- craft in stages; if so, extra support, in the form of shoring or cradles, will be necessary (ICAO 2009a). Typically, jacks are used to lift a disabled aircraft (Figure 5). Aircraft have designated reinforced points on the wings and fuselage for this purpose. Usually there is at least one jack point under each wing and one forward or aft on the fuselage. FIGURE 5 Jacking an aircraft. Source: Anonymous. Used with permission. The ARM will specify approved jacking points. Jacks must lift from a stabilized base, such as steel plates (ICAO 2009a). The following types of jacks may be used for an aircraft lift- ing operation: 1. Specialized aircraft recovery jacks. These are capa- ble of freely following the arc movement within specified limits and must be operated according to applicable operating instructions. Two different designs are available: a. Monopole design: consisting of a single cylinder attached to a large flexible base plate; and b. Tripod design: consisting of three multi-stage legs that are individually controlled and operated. Pres- sure gauges are installed on each leg, allowing inde- pendent operation and control of the loads on the individual leg. This allows the operator to ensure that the arc movement is kept within the specified limits. Note—Standard maintenance tripod jacks are not capable of any arc movement and are not recom- mended for use during recovery operations. 2. Bottle- or wheel-type jacks. These can be useful for ini- tial leveling and lifting in constricted areas. They have the same limitations as the standard maintenance jacks. 3. Recovery jacks for new larger aircraft. These can pro- vide continuous measuring and recording of loads dur- ing the entire jacking process and can automatically control side loads as they extend (ICAO 2009a, p. 6-3). Condition Method of Recovery Collapsed nose landing gear Jacking and use of pneumatic lifting bags; hoisting with cranes and the use of specially designed slings Collapsed or retracted main landing gear, with nose landing gear intact and extended Jacks, pneumatic lifting bags, or cranes Collapsed main landing gear, one side only Jacks, pneumatic lifting bags, or cranes Collapse of all landing gear Jacks, pneumatic lifting bags, and cranes One or more main landing gear off pavement, no aircraft damage Assuming the aircraft has the landing gear bogged down in soft soil or mud, extra towing or winching equipment or use of pneumatic lifting bags will usually suffice for this type of recovery. It may be necessary to construct a temporary ramp from timbers, matting, etc. Nose landing gear failure and one side of main landing gear failure Jacks, pneumatic lifting bags, or cranes Tire failures and/or damaged wheels Jacks and parts replacement Source: The Disabled Aircraft Removal Plan at Rafic Hariri International Airport (2008). TABLE 3 TYPICAL METHODS OF AIRCRAFT RECOvERY

38 3. Ensure that the aircraft is tethered if required. 4. Ensure that all weights and loads have been calculated. 5. Ensure that all the manufacturer’s operating instruc- tions are complied with. 6. Ensure that landing gear down-lock pins are installed in any serviceable landing gear. 7. Determine the necessary lifting capacity and the num- ber of bags required. 8. Confirm the placement of the lifting bags on the ground and provide protection from sharp objects with rubber mats or tarpaulins, keeping in mind that ground prepa- ration may be required. 9. Protect the lower wing or fuselage from minor protru- sions using rubber mats; however, it may be necessary to completely remove antennas and drain masts. 10. Ensure that the area around the wing jack point is not encroached upon, as failure to provide an area for the jacks may require the aircraft to be shored once the lifting process is complete, to allow for the removal of the lifting devices and positioning of wing jacks. 11. Place the lifting bags with the inflation fittings facing the inflation console, if possible. 12. Position the inflation console with a good view of the lifting bags. 13. Discuss with the console operators and other person- nel what may occur as the aircraft is raised and what is expected of each operator. 14. Ensure adequate communication is available among the console operators, the recovery manager, and the lift coordinator. 15. Ensure that unnecessary personnel are not in the safety zone. 16. Ensure that the compressor and console have adequate moisture traps. 17. Unroll the inflation hoses and connect them to the console. 18. After purging, connect the hoses to the appropriate lifting bag inflation fitting and confirm the correct hose sequence. 19. Attach plumb bobs to various fuselage and wing loca- tions to assist in monitoring the relative attitude of the aircraft as it is lifted. 20. If tethers are being used, ensure that personnel are available to monitor and adjust the tension loads as the aircraft is lifted. 21. Provide tail tip protection. 22. Follow the aircraft manufacturer’s recommendations as to whether the parking brakes are to be set and wheel chocks installed and whether it is necessary to deflate the landing gear shock struts (ICAO 2009a, pp. 6-7, 6-8). In addition to jacks and pneumatic lifting devices, cranes are often utilized to lift a disabled aircraft, especially transport category aircraft. Although large mobile cranes can effectively and easily lift portions of the aircraft, tethering is crucial, because winds can cause large swings in the aircraft during the lift. Lifting straps may be placed near jack points, fuse- ICAO provides the following precautions when lifting with jacks: 1. Ensure that all safety instructions are complied with. 2. Monitor and ensure that wind speeds are not exceeded. 3. Ensure that the aircraft is tethered if required. 4. Ensure that all weights and loads have been calculated. 5. Ensure that the platform area for the jack is large enough to change jack position as the aircraft is lifted, if necessary. 6. Determine the type of jack to be used and ensure that it is capable of supporting the required load. 7. Ensure that all the manufacturer’s operating instruc- tions are complied with. 8. Install fittings or jack pad adapters at the jack points. 9. Ensure that landing gear down-lock pins are installed in any serviceable landing gear. 10. Discuss with the jack operators and other personnel what is expected to happen as the aircraft is raised and what is expected of each operator. 11. Ensure that no unnecessary personnel are in the safety zone. 12. Ensure that adequate communication is available among the jack operators, the recovery manager, and the lifting coordinator. 13. Attach plumb bobs to various fuselage and wing loca- tions to assist with monitoring the relative attitude of the aircraft as it is lifted. 14. Ensure that personnel are available to monitor and adjust the tension loads as the aircraft is lifted, if tethers are being used. 15. Provide tail tip protection. 16. Follow the aircraft manufacturer’s recommendations regarding whether the parking brakes must be set. 17. Install wheel chocks and determine whether it is nec- essary to deflate the landing gear shock struts. 18. If the required lifting height is greater than the jack extension height, place shoring while a platform is fabricated to provide additional lift. 19. Ensure that jack operators monitor the jacking loads at all times during the jacking operation. 20. Carry out the jacking operation in a controlled and steady movement. 21. Install landing gear down-lock pins in any serviceable landing gear (ICAO 2009a, pp. 6-4, 6-5). In addition to, or in lieu of, jacks, recovery personnel may utilize pneumatic lifting devices. The most common of these devices uses bags with multiple elements or compartments rated at 15, 25, and 40 tons or more. With this device, the expansion of each individual element is restricted, thereby creating a flat shape with uniform thickness. By placing pneumatic lifting devices under the wings, forward, and aft fuselage, the aircraft can be lifted. ICAO provides the follow- ing precautions when lifting with pneumatic devices: 1. Ensure that all safety instructions are complied with. 2. Monitor and ensure that wind speeds are not exceeded.

39 Moving the Aircraft The final phase in the aircraft recovery process involves moving the aircraft back onto a hard surface. This can only be done once the aircraft has been appropriately stabilized, leveled, and/or lifted. If possible, it is best to move the aircraft on its own landing gear to minimize the possibility of secondary damage. Although an aircraft may become disabled on the paved surface, such as pos- sibly from a gear collapse upon rollout, these incidents often result in an excursion from the paved surface. In these instances, a temporary roadway may need to be con- structed (Figure 6). In simple terms, it is important for a roadway constructed for the removal of a disabled aircraft to be capable of sup- porting the weight of the aircraft and any recovery vehicles and equipment used to extract it. Such a roadway will need to be of sufficient width to accommodate the aircraft and vehicles. If the load-bearing ability of the soil is sufficient and any ruts are not too deep, it may be possible to fill the ruts with gravel and move the aircraft backward along these same tracks. Another option is to use composite mesh that is unrolled to create a temporary roadway surface. With this portable matting, large transport category aircraft can be supported as they are removed. If the load-bearing ability of the soil is poor, however, it may be necessary to remove soil, replace it with coarse gravel, and build a roadway using plywood sheets or steel plates. In extremely soft soils, railroad ties can be placed over the gravel, with ply- wood sheets or steel plates overlapped on top (Figure 7). Whatever materials are used, if the aircraft has come to rest too far away from a paved surface and sufficient materials are not available to build a roadway spanning the entire distance, a satisfactory option is to move the roadway in sections ahead of the aircraft as it is being moved back to a paved surface (ICAO 2009a). lage frames, bulkheads, fuselage production joints, or door- frames, with specific locations identified in the ARM (ICAO 2009a). Three types of cranes can be used in an aircraft lift- ing operation: 1. Mobile cranes—Mobile cranes require a prepared surface/pad from which to operate. Depending on the size and lifting capacity of the crane, the requirements for the surface/pad and access road can be substantial. 2. All-terrain cranes—All-terrain cranes with high flota- tion tires provide good site access with less of a require- ment for prepared surfaces, although lifting capacity is limited. 3. Crawler cranes—Crawler cranes are available with substantial lifting capacities but require a prepared pad to operate from. The major problem with crawler cranes is the time required for transport and set-up (ICAO 2009a, p. 6-9). ICAO provides the following precautions when lifting with cranes: 1. Ensure that all safety instructions are complied with. 2. Monitor and ensure that wind speeds are not exceeded. 3. Ensure that the aircraft is tethered if required. 4. Ensure that all weights and loads have been calculated. 5. Ensure that landing gear down-lock pins are installed in any serviceable landing gear. 6. Determine the necessary lifting capacity and the number of sling straps required. 7. Ensure that the prepared roadway and crane pad can support the anticipated loads. 8. Ensure that cranes are placed as close to the aircraft as possible. 9. Confirm the placement of lifting straps and provide protection from sharp objects with rubber mats. 10. Protect the lower fuselage from minor protrusions using rubber mats; however, it may be necessary to remove antennas and drain masts. 11. Discuss with the crane operators and other personnel what will occur as the aircraft is raised and what is expected of each operator. 12. Ensure adequate communication among the crane oper- ators, the recovery manager, and the lift coordinator. 13. Ensure that unnecessary personnel are not in the safety zone. 14. Attach plumb bobs to various fuselage and wing loca- tions to assist in monitoring the relative altitude of the aircraft as it is lifted. 15. If tethers are being used, ensure that personnel are available to monitor and adjust the tension loads as the aircraft is lifted. 16. Provide tail tip protection. 17. Follow the aircraft manufacturer’s recommendations as to whether the parking brakes are to be set and wheel chocks installed, and whether it is necessary to deflate the landing gear shock struts (ICAO 2009a, pp. 6-10, 6-11). FIGURE 6 Temporary roadway in place. Source: Anonymous. Used with permission.

40 Although it is in the best interest of recovery person- nel to either repair or replace damaged landing gear before moving the aircraft, when this is not possible and the land- ing gear cannot be made serviceable, several methods can be used to move the aircraft. First, flatbed trailers can be used in situations in which only the nose gear is missing (with the trailer installed under the forward fuselage) or in which one or more main landing gear are missing. It is important to determine the weight bearing ability of the trailer and ensure necessary shoring with adequate pad- ding to prevent secondary damage (ICAO 2009a). Other methods of removal include general-purpose multi-wheel trailers, specialized aircraft recovery transport systems, and moveable cranes. Multi-wheel trailers are typically self-propelled and fully steerable with large load-carrying capacity. Specialized aircraft recovery transport systems typically consist of a series of multi-wheel trailers with hydraulically adjustable supports to conform to the con- tours of the aircraft. Moveable cranes, especially large crawler-type cranes, can be used to move an aircraft, but close coordination and communication are important to avoid problems (Figure 8). Generally, one crane is used to lift the forward fuselage, while two cranes can simultane- ously support the wings. Moving an aircraft with cranes is generally considered as a last resort (ICAO 2009a). Another consideration in moving a disabled aircraft involves winching or towing. Although winching is more controllable and exerts a greater stable force than towing, towing also provides benefits, such as greater maneuverability, flexibil- ity, and the ability to tow uninterrupted over longer distances. If an aircraft is located off the paved surface, towing and winching are performed with nylon straps or carbon fiber loops wrapped around the main landing gear or attached to main landing gear tow lugs. Towing from the nose gear is not recommended for recovery operations unless absolutely nec- essary. Any landing gear used for a towing or winching oper- ation must be serviceable with down-lock pins installed. Additionally, load-limiting or load-indicating devices are recommended for all towing operations. If the aircraft has deflated tires, it is important to replace the tires before mov- ing the aircraft. Although this may become extremely diffi- cult with bogged gear, deflated tires will create a dam effect when attempting to move the aircraft (ICAO 2009a). FIGURE 7 Typical prepared surfaces. Source: Rafic Hariri International Airport (2008), p. 44.

41 Debogging refers to the process of removing an aircraft that has left the hard surface and has bogged down in sand, mud, or snow (Figure 9). In a debogging incident, the following items must be considered: 1. Confirm the weight and center of gravity location. 2. Confirm that the aircraft is in a stable condition. 3. Install landing gear down-lock pins. 4. Carry out a thorough inspection of the landing gear to ensure its serviceability and ability to support the weight of the aircraft. 5. Ensure that the wheels are chocked. 6. If one landing gear is bogged down more than another, move fuel from the low wing to reduce the weight on that gear. 7. Reduce the aircraft weight as much as possible. 8. Confirm the soil stability and prepare a roadway if required. 9. Excavate as much material as possible from around any bogged down landing gear (ICAO 2009a, p. 7-6). Generally, it is most effective to extract a bogged aircraft in the opposite direction of its entry. The process of extract- ing a bogged aircraft includes: 1. Follow the manufacturer’s instructions when using specialized equipment. 2. Attach shackles and cables to the landing gear tow lugs if specialized aircraft debogging equipment is not available. 3. Use a pulley between the main landing gear and the cables to equalize the loads on each landing gear. 4. Use a load-indicating device to monitor the loads imposed. 5. Place connecting bridging ropes or cables between the towing cables every 15 to 16 ft to reduce uncontrolled cable movement in event of cable failure. FIGURE 8 Utilizing slings and moveable cranes for lifting B777. Source: Paluszek 2009. FIGURE 9 Bogged gear. Source: Anonymous. Used with permission.

42 temporarily repair landing gear or even replace a damaged landing gear assembly on site. This decision will be guided by the time it takes to carry out such a repair or replacement versus an attempt to move the aircraft using trailers, which will increase the chance of secondary damage to the aircraft (ICAO 2009a). Once the disabled aircraft has been moved or extracted from the site, the aircraft owner’s/operator’s work is done. However, the aircraft owner/operator will likely want to participate in any debriefing meetings held by the airport operator to discuss the event and share obstacles encoun- tered and lessons learned. suMMAry Whatever form an airport’s ARP may take, the exercise of developing it can be beneficial. A proactive stance in this area is crucial to effectively resolving a disabled aircraft event in a timely manner. Without a plan, the negative impacts from such an event will likely be more pronounced, possibly resulting in extended downtime, injuries to personnel, and secondary damage to the aircraft. 6. Connect pulling cables to a heavy tow tractor or winch truck and, if possible, have the pulling vehicle positioned on a hard surface. 7. Reduce tire pressure to give a higher surface area and therefore a lower footprint load as suggested by some aircraft manufacturers. 8. Steer the aircraft by using a qualified person to steer the nose wheels from the cockpit or use a standard tow bar and tractor for steering purposes only. 9. Have wheel chocks available to stop the aircraft if necessary. 10. Ensure that the aircraft is moved at a constant speed with no jerky movements. 11. Stop the pull, if necessary, in order to reposition the following: a. Pulling vehicles and cable system; and b. Plywood, steel sheets, or other commercial road- way systems when there is an insufficient amount to form a continuous roadway (ICAO 2009a, pp. 7-6, 7-7). It is important to secure landing gear in the extended posi- tion with landing gear down-lock pins. It may be possible to