# Presentation: 095802

## 	Self-inspection

- 	Self-inspection

**Bruce Kirkendoll**
** ****Airport Certification **
**FAA Southwest Region**
**Airports Division**

**Notes:**
Standards for Airport Marking

Contained in Advisory Circular 150/5340-1.

Provide important visual cues for pilot in both visual and instrument flying conditions:

Positive identification of paved area as a runway
Identifies the runway approach end
Supports instrument approach procedures - runway environment must be in sight to prevent missed approach
Touchdown Zone and Aiming Point Marking give distance information
Centerline provides longitudinal guidance for takeoff and landing
Exit stripes enhance capacity by guiding aircraft onto exit taxiways

US Airways Flight 1164, 737, approached Detroit Metro 8:30 a.m. Jan 22. 2001  Cleared to land on Runway 21 Center.  Pilot acknowledged and using a visual approach,  lined up to land on 21 Left, touched down on Taxiway W  parallel to that runway.

## Why Self-inspection and What should it do?

***   ******Reasonably assure that***
***Unsafe conditions are identified, ***
***Users are notified of the condition through the NOTAMs system, ***
***And that corrective action is taken.****** ***

## FAR 139 Airport are required to be inspected:

**Daily, except as otherwise required by the airport certification manual or airport certification specifications;**
**When required by any unusual condition such as construction activities or meteorological conditions that may affect safe air carrier operations; and**
**Immediately after an accident or incident.**

**This is recommended at GA Airports**

- _

- 36

**In a nutshell, what are we looking  for****?**

**Notes:**
Birds have been a potential hazard to aircraft since the beginning of air travel. Bird strikes were a minor risk in the early days as the few planes in the sky traveled at relatively low speeds. Damage was limited to shattered windshields, dented leading edges, broken props and some damage to fuselages. The cost of repairs was small, and aircraft operators and airport authorities accepted bird strikes as a normal flying hazard. 

As aircraft speed increased and engine noise levels dropped with the development of advanced turbine engines, birds could no longer sense approaching aircraft in time to get out of the way.  Turbine engines were more likely to be damaged than piston engines, so strike rates and engine damage increased.  Birds became a serious threat to aircraft safety as strikes became more frequent and more serious. 

Mammals within the airport boundaries are also a potential hazard. Many of the small mammals are prey for either birds or other mammals and increase the possibility of a wildlife incident. Mammal strikes can be as costly as bird strikes. 

The costs of downtime for inspection and repair of aircraft following wildlife damage or suspected damage, aborted flights, re-scheduling aircraft passengers and air cargo, transferring passengers to other means of transport, overnight accommodation at the expense of the airline, and the effects on connecting flights are far more significant to airline budgets and public than the costs of replacing parts damaged by wildlife collisions.

***Daily******,****** assure all lights &****** ******Signage are aligned & operational.***
***Daily, verify pilot-controlled systems are operational.***
***On a scheduled basis, check calibration & aiming of visual aids.***
***NOTAM systems outages.*****      **

**Airport lighting & NAVAIDs**

## Obstructions

***Power lines over an aircraft operations area.***
***Maintenance/construction equipment in runway approaches.***

**Obstructions**

## Pavement

**Holes/cracks**
**Surface deterioration**
**Debris/FOD**
**Ponded Water**

## Look at daily-

**Pavement**
***Rubber buildup***
***Marking (condition/visibility)***
***Lips***

## Safety Areas

***Mounds of dirt, old foundations, Ag Operation & other debris.***
***Bushes & tall grass.***

**Safety Areas**

## Slide 10

## HOT SPOT CONSIDERATIONS

***Airport Geometry***

***Blind Spots***

***Frequency Dead Spots***

***Nights Vision Problems***

***Signage, Marking & Lighting***

## Construction Areas: Marked & Barricaded?

## Public Protection & Incursion Potential

## Slide 14

## The Airport should-

***Ensure that qualified inspection personnel perform the inspections.  This means a knowledge of your airport’s:***
***Facilities and their location.***
***Rules and regulations***
***Applicable standards and requirements***
***Ground vehicle radio procedures***
***Construction safety plans for work in progress ***

## The Airport should-

**Have a reporting system to ensure prompt correction of unsafe airport conditions noted during the inspection.**
**Prepare and keep for at least 12 months, a record of each inspection showing the conditions found and all corrective actions taken.**** **

## AC 150/5200-18B

**AC 150/5200-18B**
**AIRPORT SAFETY SELF-INSPECTION**