Aaae Ace Operations Module 1

Front 1

Public airports enplaning 2,500 or more passengers per year

Back 1

Commercial Service Airport

Front 2

Aiports that account for at least 1% of total US enplanements

Back 2

Large Hubs

Front 3

Aiport specific and presents the capital development needs of airport over a 20 year period

Back 3

Aiport Master Plan

Front 4

Will provide guidance for future airport development to satisfy demand in a financially feasible manner while taking in the the socioeconomic issues of the community.

Back 4

Airport Master Plan

Front 5

Contains analyses results conducted during the development of the master plan

Back 5

Technical Report

Front 6

Report that brings together the pertinent facts from the technical report

Back 6

Summary Report

Front 7

Components that consultant will supply for the Airport Master Plan

Back 7

Technical Report
Summary Report
Airport Layout Drawing Set
Web Page
Public Information Kit

Front 8

Exhibit A

Back 8

Airport Property Map depicting property boundary, land acquired to build the airport through FAA funding

Front 9

Relates to aircraft approach speed and 1st component of the airport reference code (ARC)

Back 9

Aircraft Approach Category

Front 10

To ensure sufficient water runoff runways will have this cross section grade.

Back 10

1% to 1.5%

Front 11

To ensure sufficient water runoff runway shoulders will have this percentage of slope.

Back 11

1.5% to 5%

Front 12

This area is formed by imaginary lines and connect the visibility points of two different runways.

Back 12

Runway Visibility Zones

Front 13

The beginning or end of a full strength runway surface.

Back 13

Runway Threshold

Front 14

A displacement of a threshold may be required when:

Back 14

1. When an object obstructs the airspace needed for landing.
2. When there are environmental considerations, such a noise abatement.
3. When RSA dimensions or obstacle-free area lengths are needed.

Front 15

Displaced Thresholds are for landing or departing?

Back 15

Landing

Front 16

This system maintains a smooth flow with a minimum number of poionts requiring a change in the aircraft's taxiing speed.

Back 16

Taxiway System

Front 17

Taxiways are designed to allow aircraft taxi speeds of how many miles per hour?

Back 17

20 MPH

Front 18

This pavement provides access to terminal facilities, loading and unloading, and fueling.

Back 18

Aprons or Ramps

Front 19

This form is used by the FAA to collect and maintain data on specific airports. This is updated during the annual Part 139 inspection.

Back 19

FAA Form 5010 - Airport Master Record

Front 20

Does Part 139 apply to heliports?

Back 20

No

Front 21

What are the basis elements of a heliport?

Back 21

TLOF
FATO
Clear approach and departure paths
Clear area for ground maneuvers
Windsock

Front 22

TLOF definition in regards to what type of operation?

Back 22

Touchdown and Liftoff for helicopter operations

Front 23

FATO definition in regards to what type of operation?

Back 23

Final Approach and Takeoff

Front 24

Heliport Design is based upon gross takeoff weight. What are the three designations for weight?

Back 24

Small - 6,000 lbs or less
Medium - 6,001 lbs to 12,000 lbs
Heavy - 12,000 lbs or more

Front 25

The ability of an airport to handle a given volume or magnitude of traffic within a specified time period.

Back 25

Capacity

Front 26

When hourly demands exceed hour capacity this results in:

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Delay

Front 27

Rate at which an aircraft can operate without regard to any delay

Back 27

Throughput Capacity

Front 28

Number of operations an airfield can accomodate with no more than some agreed upon or acceptable amount of average delay.

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Practical Capacity

Front 29

Average delay usually considered to be no more than how long?

Back 29

Four minutes

Front 30

The most critical capacity determinant is the?

Back 30

Runway Configuration

Front 31

ROT definition:

Back 31

Runway Occupancy Time - The time it takes for each arriving aircraft to clear the runway and each departing aircraft to become airborne.

Front 32

This is used to hold traffic at the departure airport when airspace or airfield capacity is expected to be reduced at the destination airport.

Back 32

Ground Delay - limits number of arrivals at an airport that it either affected by bad weather or had limited runway availability.

Front 33

This is used to hold aircraft for unknown time periods.

Back 33

Ground Stop

Front 34

Block of time allocated for an airport user to perform an operation.

Back 34

Slot - slot owners for the right to schedule a landing or departure at specific time.

Front 35

Primary role of airport management:

Back 35

to operate the airport in a safe and efficient manner

Front 36

Outlines the methods and processes that the organization will use to achieve the desired safety outcomes

Back 36

Safety Policy

Front 37

SMS

Back 37

Safety Management System: application of a systematic, proactive and well-defined safety program

Front 38

Four Pillars of SMS

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1. Safety Policy and Objectives
2. Safety Risk Management
3. Safety Assurance
4. Safety Promotion

Front 39

The commitment of senior management to implement SMS

A commitment of continual safety improvement

Encouragement of employees to report safety issues without fear of reprisal

Commitment to provide necessary safety resources

Commitment to make safety the highest priority

Back 39

Must be included in the safety policy

Front 40

SRM- Safety Risk Management

Back 40

A formal risk assessment program that identifies and documents hazards on the airport.

Front 41

Five Phases of SRM:

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1. Describe the system (WHAT WILL SMS COVER)
2. Identify the hazards
3. Determine the risk
4. Assess and analyze the risk
5. Treat the risk

Front 42

Four types of risks

Back 42

1. Informed Risk - Person knows and understands probability and consequences.
2. Uninformed Risk - Person does not know or understand risk.
3. Benefit-driven Risk - Accept the risk because conducting the operation outweighs the risk
4. Pointless Risk - Hazards may or may not be known, but risk is taken anyway because of a perceived benefit of inadequate assessment.

Front 43

Risks presented by hazards must be assessed

Back 43

Determine the Risk

Front 44

Phase 4 of Safety Risk Management

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Assess and Analyze the Risk

Front 45

Selecting a different approach or not participating in or allowing the operation or procedure

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Avoidance

Front 46

Construction contractor must submit what to the airport operator

Back 46

SPCD - Safety Plan Compliance Document

Front 47

If a tenant is planning leasehold improvements they should develop what before they proceed?

Back 47

A safety Plan

Front 48

If the runway is NOT closed during construction, work may not occur closer than how many feet from the RWY centerline?

Back 48

200 FT.

Front 49

Obstacle Free Zone

Back 49

Airspace below 150 feet above airport elevation that is required to be clear of all unauthorized objects.

Front 50

What are the three most recurring threats of safety during construction?

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1. Safety Area encroachments
2. Improper Ground Vehicle Operations
3. Unmarked or uncovered holes and trenches in the vicinity of aircraft operating surfaces

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An airport open to the public

Back 51

Public use airport

Front 52

An airport closed to the public, yet available to authorized private user

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Private use airport

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An airport that is owned by a private individual or entity as contrasted to a municipality

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Privately owned airport

Front 54

An airport that is owned by a public entity such as a municipality

Back 54

Publicly owned airport

Front 55

Formed in 1958 within the Department of Transportation. Charged with providing safe and efficient areospace.

Back 55

Federal Aviation Administration - FAA

Front 56

Provides grants to public agencies for the planning and development of public use airports that are including in the National Plan of Integrated Airport Systems.

Back 56

Airport Improvement Plan

Front 57

Identifies eligible to receive Federal grants under the AIP. Includes estimates of money needed to fund infrastructure development projects. 5 year estimate provided every two years.

Back 57

National Plan of Integrated Airport Systems (NPIAS)

Front 58

Airports with scheduled passenger service and having 2,500 or more enplaned pax per year.

Back 58

Commercial Service Airport

Front 59

Commercial service airports with at least 10,000 annual passenger enplanements. Receive an annual apportionment of at least $1million in AIP funds

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Primary Airports

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An area with a relatively high population density at its core and close economic ties throughout the area.

Back 60

Standard Metropolitan Statistical Area - SMSA

Front 61

The primary tool to ensure safety compliance when coordinating construction activities with airport operations

Back 61

CSPP- Construction Safety and Phasing Plan

Front 62

General Aviation:

Emergency service, Charter, Cargo and personal flying

Back 62

BASIC

Front 63

General Aviation:

Supplement local communities providing access to intra and some interstate markets.

Back 63

LOCAL

Front 64

General Aviation:

Support regional economies by connecting the communities to statewide and interstate markets.

Back 64

REGIONAL

Front 65

General Aviation:

Access to national and international markets in multiple states

Back 65

National

Front 66

Airport that accounts for between .25 and 1% of passenger enplanements

Back 66

Medium Hub

Front 67

Airport that accounts for between .05 and .25% of passenger enplanements

Back 67

Small Hub

Front 68

Airports that account for less than .05% of passenger enplanements

Back 68

Non hub primary airports

Front 69

Commercial service airports that have between 2,500 and 10,000 annual enplanements

Back 69

non primary commercial airports

Front 70

Accepting the likelihood, probability and consequences associated with the risk

Back 70

Assumption

Front 71

Development of options and alternatives that minimize or eliminate the ristk

Back 71

Control

Front 72

Shifting the risk to another area

Back 72

Transfer

Front 73

Avoidance

Assumption

Control

Transfer

Back 73

Phase 5 of SRM: Treat the Risk

Front 74

Auditing and safety oversight

Back 74

Safety Assurance

Front 75

Develop identified safety performance indicators and targets

Monitor adherence to safety policy through self auditing

Allocate adequate resources for safety oversight

Solicit input through non punitive reporting system

Systematically review all available feedback

Communicate findings to staff

Promote integration of systems approach

Back 75

Safety Assurance

Front 76

Training and education

Safety communication

Safety competency and continuous improvement

Back 76

Safety Promotionion

Front 77

Airport Approach Category, Airplane Design Group and approach visibility minimums are combined to form:

Back 77

RDC - Runway Design Code

Front 78

Coding system used to determine standards that apply to a specific runway and parallel taxiway to allow unrestricted operations by the design aircraft under desired meteorological conditions

Back 78

RDC - Runway Design Code

Front 79

Approach Speed - A

Back 79

Less than 91 knots

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Approach Speed - B

Back 80

91 - 121 knots

Front 81

Approach Speed - C

Back 81

121 - 141 knots

Front 82

Approach Speed - D

Back 82

141 -166 knots

Front 83

Approach Speed - E

Back 83

166 or more

Front 84

A code signifying the current operational capabilities of a runway and associated parallel taxiway with regard to landing operations.

Back 84

APRC - Approach Reference Code

Front 85

A code signifying the current operational capabilities of a runway and associated parallel taxiway with regard to take off operations

Back 85

DRC - Departure Reference Code

Front 86

The airport's primary tool to ensure safety compliance with coordinating construction activities with contractors

Back 86

CSPP - Construction Safety and Phasing Plan

Front 87

A plan developed by the contractor on how to comply with the CSPP.

Back 87

SPCD - Safety Plan Compliance Document