Seattle-Tacoma International Airport 

SMS Self-Inspection Program 

Prepared For: Federal Aviation Administration 

Office of Airports 

Airport Safety and Operations Division 

Prepared By: Landry Consultants LLC, on behalf of Seattle-Tacoma International Airport and 

 Operations Senior Manager, Mark Coates 

 

Date: 11/25/2009 
SMS Self-Inspection Program 

Revision History 

Date Version Summary 

11/15/09 v.0.1 Initial draft for SEA review 

11/17/09 v.0.2 Review with Ramp Manager and revisions included. 

11/19/09 v.0.3 Revisions included; new review 

11/25/09 v.1.0 Final 

Prepared in Support of Statement of Work Section C – Safety Assurance, 

Task 3 

Develop a ramp and bagwell (if applicable) self-inspection program that 

ensures safety is maintained. 

While FAA currently does not regulate airport ramp areas, the increase in safety 

related incidents in the ramp and bagwell areas on airports is disturbing. Selfinspection techniques required under Part 139 for movement areas may be 

useful to an airport to decrease the number of incidents in non-movement areas. 

Under this task, the airport will review Part 139 to determine if requirements for 

self-inspection in the movement areas would be useful for self-inspection in the 

non-movement areas including the ramp and bagwell (if applicable); develop 

maps of the non-movement area; create an audit checklist/self-inspection form 

for the given airport; create forms for reporting/documenting hazards and 

incidents/accidents; and, develop processes for reporting, tracking, and trending 

safety issues on the ramp and bagwell (if applicable). 

Safety Assurance i 
SMS Self-Inspection Program 

Safety Assurance ii 

Table of Contents 

1. Introduction .................................................................................................... 1

2. Inspection Program Schedule ........................................................................ 2

3. Inspection Program Procedures .................................................................... 4

3.1 Preparation and Equipment .................................................................................... 4

3.2 Conducting Inspections - Purpose .......................................................................... 4

3.3 Conducting Inspections - Procedures ..................................................................... 5

3.3.1 Ramp and Cargo Areas ............................................................................... 5

3.3.2 Bagwell ........................................................................................................ 5

3.4 Inspection Hazard Reporting................................................................................... 5

3.5 Post Inspection Procedures .................................................................................... 6

3.6 Tracking and Resolving Hazards ............................................................................ 6

4. Inspection Checklist ....................................................................................... 7

5. Summary of Findings ................................................................................... 11

List of Tables

Table 1 - Ramp/Cargo Inspection Schedule ......................................................... 2

Table 2 - Bagwell Inspection Schedule ................................................................. 3

List of Figures

Figure 1 - Ramp and Cargo Area Map .................................................................. 3

Figure 2 - Bagwell Area Map ................................................................................ 3
SMS Self-Inspection Program 

1. Introduction 

Under the Federal Aviation Administration’s (FAA’s) Title 14, Code of Federal 

Regulations (CFR), Part 139 (14 CFR Part 139), airports that obtain an Operating 

Certificate are required to perform regular (daily or more frequently) self inspections 

(139-327) of the airfield with a focus on the movement area including runways and 

taxiways. Many airports conduct additional inspections of the ramp or apron areas for 

concerns such as pavement conditions, lighting, markings, wildlife attractants, and 

foreign object debris (FOD). Currently at Sea-Tac inspections are conducted thrice 

daily, and findings are logged into an electronic application (Sea-Tac Inspector) by 

Airport Operations Specialists (AOSs), reviewed by Airport Duty Managers (ADMs), 

compiled, and approved daily. Hazards are recorded and routed to maintenance, or 

other appropriate resources for resolution in compliance with Part 139 regulations. 

Today no formal ramp inspections exist within Part 139 compliance. Airports and 

tenants typically agree to certain airport Rules and Regulations and Lease Agreements 

for ramp safety. In some cases airports operate common use gates at which a joint 

responsibility exists to maintain safety. 

At Sea-Tac the current ramp safety program includes daily sweeping, installation of SeaTac FOD cans, and routing of safety issues to operations and maintenance. For 

detailed information on the current and future FOD program, see the FOD Program 

Manual. It should be noted that the FOD program includes an inspection checklist 

assigned to individual ADMs by area. The FOD Coordinator role is filled by an ADM 

assigned to coordinate all FOD activities and will co-coordinate FOD issues with the 

FOD Sub Committee chaired by an airline representative. While FOD is considered a 

separate program, opportunities exist to share responsibilities with the proposed ramp, 

cargo, and bagwell self-inspection program. Additional ramp and bagwell inspections 

are conducted by the Sea-Tac Fire department to ensure fire hydrants, fire 

extinguishers, and fueling operations are in compliance with both fire and Part 139 

oversight. 

Recently Sea-Tac has begun the process of requiring all Ground Service Providers 

(GSPs) to participate in the IATA Safety Audit for Ground Operations (ISAGO) program 

as a measure to improve safety on the ramp. This requirement has been added to GSP 

License Agreements which are renewed on an annual basis. While Sea-Tac anticipates 

that the ISAGO implementation will improve safety on the ramp, it is a compliance 

program and does not require that Sea-Tac conduct inspections as part of the program. 

In February of 2009, Sea-Tac requested the participation of the Regional Office of the 

Federal Aviation Administration (FAA) Runway Safety Action Team (RSAT) to assist in 

developing a comprehensive ramp safety checklist and inspection process. The RSAT 

and Sea-Tac Ramp Manager jointly conducted a 2-hour inspection of the ramp and taxi 

lane areas using a draft checklist. The checklist has since been modified to include 

additional elements. See Section 4 for reference to the checklist. The inspection 

resulted in a number of findings and recommendations which were reported to Sea-Tac 

management. 

Based on the success and important findings of the RSAT event, Sea-Tac plans, as part 

of the SMS, to perform ramp inspections on a scheduled and formal basis. The 

Safety Assurance 1 
SMS Self-Inspection Program 

inspections will be conducted by the AOSs (or equivalent staff) daily by area (see Figure 

1 Ramp and Cargo Area Map) on a rotating basis. Inspections will include bagwell walkthroughs as well (see Figure 2 – Bagwell Area Map). Additional inspections will occur 

during construction activities, weather events such as high wind or snow, and after ramp 

or bagwell accidents/incidents occur. 

AOSs (or equivalent staff) will be instructed to identify and collect safety information 

(hazards) through formal and hands on training. Staff will be trained to conduct 

inspections and to report findings in a consistent manner. See the SMS Training and 

Orientation Documentation for more information on staff training and Section 3.0 

Inspection Program Procedures. 

As part of the formal communication plan, tenants will be alerted to the new SMS 

inspection program prior to the start. Tenants will be asked to comment on the program 

and to commit to supporting the new safety initiative. 

2. Inspection Program Schedule 

The schedules on the following pages provide a comprehensive airfield-wide inspection 

program for ramp and cargo areas and include the bagwell. Each ramp, cargo, and 

bagwell area will be inspected at least once a week. Based on the size and complexity 

of the inspection durations are provided for daily planning. These inspections will be 

conducted independent of the Part 139 Movement Area daily inspections and may be 

combined with the FOD inspections as described in the FOD Program Manual. 

Table 1 - Ramp/Cargo Inspection Schedule 

Areas 

(weeks 

1 & 3) 

Day of 

Inspection 

Specific Locations Estimated 

Duration 

Shift (mid, 

day, swing) 

AOS or 

Equivalent Staff 

1 Monday South Satellite 

NWA Hangar 

ASA Hangar 

1 hour Mid As per scheduled 

2 Tuesday Cargo 7 

A& B Gates 

1 hour Day As per scheduled 

3 Wednesday C & D Gates 2 hours Swing As per scheduled 

4 Thursday North Satellite 

Cargo 6 

2 hours Mid As per scheduled 

5 Friday Cargo 4 

UAL Maintenance 

1 hour Day As per scheduled 

6 Saturday Cargo 1, 2, 3 1 hour Swing As per scheduled 

As 

Needed 

Sunday As Needed As Needed As Needed As per scheduled 

Note: at least one inspection per month needs to be conducted during night time operations 

(hours of darkness). Inspections are conducted in vehicles and on foot as necessary to capture all 

checklist items. 

Safety Assurance 2 
SMS Self-Inspection Program 

Safety Assurance 3 

Figure 1 - Ramp and Cargo Area Map 

Table 2 - Bagwell Inspection Schedule 

Areas Bagwell Areas 

(weeks 2 & 4) 

Day of 

Inspection 

Estimated 

Duration 

Shift (mid, 

day, swing) 

AOS or 

Equivalent Staff 

1 Main Terminal North Monday 1.5 hours Mid As per scheduled 

2 Main Terminal Mid Tuesday 1.5 hours Day As per scheduled 

3 Main Terminal South Wednesday 1.5 hours Swing As per scheduled 

4 North Satellite Thursday 1 hour Mid As per scheduled 

5 South Satellite Friday 1 hour Day As per scheduled 

TBD As Needed Saturday As Needed As Needed As per scheduled 

TBD As Needed Sunday As Needed As Needed As per scheduled 

Note: Bagwell inspections are conducted on foot not in vehicles to ensure thoroughness. 

Figure 2 - Bagwell Area Map 
SMS Self-Inspection Program 

3. Inspection Program Procedures 

To ensure a consistent level of quality control in all inspections, the following procedures 

have been designed and developed to guide staff conducting inspections. 

3.1 Preparation and Equipment 

Staff conducting inspections will be expected to compile necessary equipment prior to 

the event to ensure the most effective and efficient gathering of information. In the early 

stages of the inspection program a paper-based checklist will be used; eventually, as 

part of the Sea-Tac data system upgrades, an electronic version of the checklist will be 

integrated into the Sea-Tac Inspector application. 

3.1.1 Pre Electronic Checklist Process 

Prior to inspections, the following list of items will be collected: 

• Checklist (ramp and bagwell depending on the scheduled activity – See 

Schedules in Section 2) 

• Clipboard for paper checklist 

• Camera 

• Personal Protective Equipment (PPE) including reflective safety vest and hearing 

protection. For the Bag Room gloves and safety glasses are recommended. 

Also, it is recommended staff wear steel toed foot wear for both types of 

inspections 

• Radio 

3.1.2 Electronic Checklist Process 

• Laptop or handheld device with checklist (ramp and bagwell depending on the 

scheduled activity – See Schedules in Section 2) 

• Camera 

• Personal Protective Equipment (PPE) including safety vest and hearing 

protection. For the Bag Room gloves and safety glasses are recommended. 

Also, it is recommended that staff wear steel toed foot wear for both types of 

inspections 

• Radio 

3.2 Conducting Inspections - Purpose 

Inspections are considered critical to the success of the SMS and are part of the 

collaborative effort to ensure safety on the ramp and in the bagwell. The role of 

inspections in SMS for airports is to continuously review the environment in which staff 

and tenants operate. The intent of inspections is not to deliver punitive citations, but to 

indicate areas where hazards or hazardous behavior is present. The outcome and 

findings of the inspections are to alert tenants and staff to potential accidents and 

incidents and to jointly resolve the findings in a productive and corrective manner. 

However, if inspection findings do not result in changed actions or changes in activities, 

then appropriate citations and associated fines will be delivered to the responsible party. 

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SMS Self-Inspection Program 

3.3 Conducting Inspections - Procedures 

While conducting inspections (ramp, cargo, and bagwell) using the paper-based 

checklists, staff will provide detailed information on the conditions for that particular 

inspection including weather, time (using a 24-hour method), and location. 

Ramp, cargo, and bagwell operations at Sea-Tac have both busy and slow periods 

relating to inbound and outbound flight schedules; strategically, inspections should be 

conducted at different times to ensure the most broad and thorough scope of findings. It 

is recommended that inspections be rotated by one of the three AOS shifts (See 

schedules in Section 2) to provide comprehensive monitoring. 

Depending on ramp, cargo, or bagwell inspections, staff will select the appropriate 

checklist and complete all areas listed. Staff are expected to conduct a thorough and 

detailed survey of the identified ramp, cargo or bagwell area and report any findings. 

3.3.1 Ramp and Cargo Areas 

Inspections of the ramp and cargo areas will be conducted by vehicle and by foot. Staff 

will perform the inspection beginning at one end of the designated area and thoroughly 

inspect all aspects of the gate or cargo areas including entrances to the bagwell. As part 

of the inspection, staff will make observations on facility and staff issues such as fire 

safety, proper PPE, Ground Service Equipment (GSE) chocked, parked, or stowed, and 

will also address issues such as speeding, smoking, etc. If challenged by tenant staff or 

management, the AOS will provide a brief overview of the program and contact 

information. If tenants are interested in participating in the inspection, they will be 

allowed as long as they do not interfere with the assessment. 

3.3.2 Bagwell 

Inspections of the bagwell by areas will be conducted on foot. Staff will begin at one end 

of the designated area and will ensure that the entire facility will be inspected including 

stairwells and exits to the ramp. As part of the inspection, staff will make observations on 

facility and staff issues such as fire safety, proper PPE, Ground Service Equipment 

(GSE) chocked, parked, or stowed, and will also address issues such as speeding, 

smoking, etc. If challenged by tenant staff or management, the AOS will provide a brief 

overview of the program and contact information. If tenants are interested in 

participating in the inspection, they will be allowed as long as they do not interfere with 

the assessment. 

3.4 Inspection Hazard Reporting 

During ramp and bagwell inspections if a hazard is observed, staff will record the 

following information: 

• Location – will include as much information as possible such as gate or carousel 

number 

• Responsible party for correction - this is typically tenant information such as 

airline, GSP, or in certain cases, the appropriate Sea-Tac department 

• Photo – the photo or photos are expected to provide additional documentation on 

location and the particular deficiency identified 

Safety Assurance 5 
SMS Self-Inspection Program 

• If staff believe the hazard requires immediate action, the responsible party will be 

contacted immediately; alternatively if the responsible party cannot be found, the 

Airport Duty Manager will be called and the hazard process will be initiated (see 

Roles and Responsibilities Figure 2 – Hazard Flow by SMS Role. In some 

cases, the responsible party will be Sea-Tac and calls will be routed to the 

communication center for proper dispatch. 

• If a potentially new or undocumented hazard (not on the checklist) is observed or 

if staff are unsure of the status, a photo will be taken and comments will be 

included at the bottom of the form for review with the Safety Manager. 

• At the end of the inspection, the checklist and any associated photos will be 

delivered to the Safety Specialist who will compile checklist information into a 

master spreadsheet and link photos to the hazard. When the inspection program 

is automated, these tasks will be completed electronically much like the current, 

Part 139 airport inspection program. 

3.5 Post Inspection Procedures 

After inspections are completed, hazard information will be routed electronically to the 

responsible party. As mentioned above, the inspection staff will complete the checklist 

and drop off the information to the Safety Specialist for processing. The Safety 

Specialist will compile the information and forward it to the responsible party by email. 

The hazard and any associated photos will be included with a proposed correction date 

and other relevant information. The responsible party will be asked to respond by the 

proposed due date and will be provided a contact number for questions or further 

discussion. The Safety Specialist will monitor due dates and provide alerts to the Safety 

Manager if hazards are not resolved within the proposed timeframe. 

3.6 Tracking and Resolving Hazards 

All hazards collected during the inspection process will be logged and tracked initially in 

an Excel spreadsheet. Eventually, as part of the proposed electronic system, hazards 

will be tracked and associated maintenance requests (if necessary) will be integrated 

into a report that will be available to all AOSs, ADMs, and the Safety Manager for 

tracking and trending. If multiple or repeat hazards are recorded, the Safety Manager 

will contact the appropriate Airlines or GSP to discuss resolutions and timelines. If 

collaboration with Sea-Tac groups is necessary, the Safety Manager will coordinate a 

resolution meeting. The Safety Specialist will monitor the program and provide updates 

to AOSs, ADMS, Maintenance (as needed) and upper management. If necessary, a 

formal escalation process to airport operations upper management will ensure that 

deficiencies are addressed and resolved quickly. 

In some cases, findings will be considered identified hazards and the risk process will 

address these potential hazards. See the Guide to Safety Risk Management for more 

information on hazard identification and processes. 

When hazards are resolved, staff will re-inspect the area and report back through the 

checklist the hazard status as closed. The hazard information will be archived and used 

for future tracking and trending especially if there is a re-occurrence. 

Safety Assurance 6 
SMS Self-Inspection Program 

4. Inspection Checklist 

The inspection checklist is comprised of an Excel spreadsheet which eventually will be 

automated as part of the Sea-Tac Inspector application. The spreadsheet contains two 

tabs including a ramp checklist and a bagwell checklist. Also, note that separate FOD 

inspection checklists exist and will be conducted in addition to the ramp and bagwell 

inspections. If FOD issues are identified as part of the ramp and bagwell inspections, 

appropriate ADMS (by area) will be notified during the inspection. The figures below 

present the contents of the Excel spreadsheet. 

Safety Assurance 7 
SMS Self-Inspection Program 

Date:

Inspector: Location

Time: General Conditions:

For FOD Issues, please refer to FOD Checklist H - Hazard

H Location Party Responsible 

for Correction Reported To (Date/Name)

Date Corrected 

(Date/Name)

Inspected By 

(Date/Initials)

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Smoking

Illegal discharge into storm 

drain

Aircraft Servicing Hazard 

Category Conditions

Other operational safety 

Issues

Failure to give way to wing 

walkers

Failure to secure cargo, 

mail, or FOD producing 

Above idle engine run-up at 

gate

Open flames

Driving outside designated 

driving lanes

Wildlife hazards/attractants

Movement area violation

Driving between aircraft and 

marshaller

Towing too many carts (6 

max)

Ramp Inspection Checklist

Blocking fire hydrants

Wheeled fire extinguisher at 

POS gates

Open containers with 

HAZMAT material

Other fire safety hazards

HAZMAT spills/leaks

Failure to give way to aircraft 

and or emergency vehicles

Crossed zipper lines

Failure to secure cargo, 

mail, or FOD producing 

Used absorbent not properly 

disposed of

Flammables not stored in a 

fire storage locker

Other environmental 

hazards

Deicing 

Vehiclular Movement

Other operational safety 

Issues

Environmental Human Factors Fire Safety

Personnel wearing reflective 

outer garment

Other personnel hazard

Driving without a blue badge 

on ramp

Damaged containers w/o 

secondary containment

Safety Assurance 8 
SMS Self-Inspection Program 

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Other Deficiencies/Comments:

Other construction hazards

Light pole and ramp lighting 

functioning

Gate designation lighting 

operational if present 

Jet bridge roll up doors 

closed between operations

Jet bridges and jetway stairs 

stowed properly

Damage to airport property

Equipment parking areas

No parking areas

Gate/Hardstand/Directional Markings

Non-movement area 

boundary markings

Gate ID signs/box visible

Object free area (OFA) lines 

visible

Lighting 

Conditions 

Drivelane markings

Tenant Construction

Multi use parking positions

Aircraft parking areas 

/aircraft safety envelope 

Pedestrian pathways

Aircraft parking walkways

Equipment restraint lines

Taxi lane lines visible

Roadway 

Markings

J lines visible

Nose stops visible

Speed limit markings

Leaking or malfunctioning 

equipment

Illegally parked 

vehicle/equipment

GSE brakes/chocks utilized 

Damaged barricades or 

lighting

FOD produced by 

construction

Improper construction 

barricading

GSE Properties

Equipment not stowed 

properly 

Other property Issues

Other GSE/vehicle Issues

Operational headlights or 

brake lights

GSE with appropriate 

markings identifying 

Safety Assurance 9 
SMS Self-Inspection Program 

Date: Location

Inspector: General Conditions:

Time:

For FOD Issues, please refer to FOD Checklist H - Hazard

H Location Party Responsible 

for Correction Reported To (Date/Name) Date Corrected (Date/Name)

Inspected By 

(Date/Initials)

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Other Deficiencies/Comments: Vehicular Movement

Damaged containers w/o 

secondary containment

Other environmental 

hazards

Hazard 

Category

Used absorbent not 

disposed of properly

Other sign issues

Surface Signs Construction

Towing too many carts

(4 max)

Damage to airport property

Human 

Factors

Personnel wearing reflective 

outer garment

Other personnel hazards

Garbage produced by 

construction

Illegally parked 

vehicle/equipment

GSE in good working order

Speeding

Other construction hazards

Improper construction 

barricading/coning

Other operational safety 

Issues

Direction signs 

Other property issues

Other GSE/vehicle Issues

Leaking or malfunctioning 

equipment

GSE with appropriate 

markings identifying co.

Operational headlights and 

brake lights

Brakes on GSE equipment 

utilized

Component

Open flames

Lighting 

Lights missing or damaged

Adequate lighting for 

operations

Location signs

GSE

Driving without a blue badge

Failure to secure cargo, 

mail, or FOD producing 

items

Properties

Flammables not stored in a 

fire storage locker

Equipment not stowed 

properly

Bagwell Inspection Checklist

Blocking fire hydrants

Other fire safety hazards

Open containers with 

HAZMAT material

Smoking

Fire Safety Environmental

HAZMAT spills/leaks

Safety Assurance 10 
SMS Self-Inspection Program 

Safety Assurance 11 

5. Summary of Findings 

Adding a self inspection program to the ramp, cargo, and the bagwell areas to support 

SMS should not require additional staffing, with the exception of the Safety Manager and 

Safety Specialist positions which will be newly created in support of SMS. Existing 

AOSs will require additional classroom and hands on training to ensure consistent 

assessments are conducted and documentation is collected. Today the AOSs and 

ADMs informally monitor the ramp but with SMS and the associated ramp, cargo, and 

bagwell self inspection program, consistent safety reviews and documentation will result 

in a comprehensive safety program for both the movement and non movement areas.