Customers have a public forum to raise concerns about the type, range, level, and quality of products, services, and facilities provided and associated pricing. From an operational standpoint, the following areas should be considered by the planning team if an airport sponsor has decided to engage in these activities directly. Specialized training programs would need to be implemented as well.
While there are a number of industry resources available in this area, many product, service, and facility providers use a combination of in-house and third-party training materials. EQUIPMENT Depending on the products, services, and facilities provided, the airport sponsor may need to procure, maintain, and repair a wide variety of specialized vehicles and equipment, including fueling vehicles, towing vehicles, towbars, towheads, ground power units, lavatory carts, potable water carts, oxygen and nitrogen carts, cabin service carts, emergency response carts, ramp vehicles, courtesy vehicles, crew vehicles, utility vehicles, preheat units, deicing units, compressed air units, and more.
INSURANCE For any product, service, or facility provided by the airport sponsor, a risk assessment should be performed and relevant, reasonable, and appropriate insurance coverages and policy limits should be secured with consideration given to premiums, deductibles, exclusions, and other factors. If providing location-based services including aircraft line services, parking, and hangars , airport management needs to have an intimate understanding of all aspects of these functions as well. While the initiatives used to market these activities may overlap with some of the initiatives for the airport, several unique approaches need to be considered by the planning team in promoting the aviation products, services, and facilities provided by the airport sponsor.
Most important, industry directories convey essential information about the airport and the products, services, and facilities being provided to customers in print or online formats. Additionally, there are organizations that negotiate contract fuel prices with aviation fuel providers and FBOs on behalf of aircraft owners and operators.
Is Your Airport Healthy?
If possible, the department should be established as an independent legal entity to help protect the airport sponsor from a liability standpoint as sovereign immunity may not extend to proprietary endeavors. In addition, the department should be treated as an independent lessee of the airport. A Statement of Financial Activities, discussed in Chapter 11, can be used for an aviation products, services, and facilities department. The guidebook identifies the role, value, and the compelling reasons for having an airport business plan as it applies to all sizes of airports; highlights the elements of an airport business plan; and addresses each step of the development and implementation process.
The print version of the report includes a CD-ROM, which provides the option of learning the material by watching a series of presentations. The CD-ROM also provides worksheets that may be helpful in gathering the information necessary for developing and implementing an airport business plan. Help on Burning an. Download the. Note: It has been reported that some users of the CD-ROM have been asked for a password when attempting to open the spreadsheet. If you encounter this problem, the password to use is CD-ROM Disclaimer - This software is offered as is, without warranty or promise of support of any kind either expressed or implied.
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Jump up to the previous page or down to the next one. Also, you can type in a page number and press Enter to go directly to that page in the book. To search the entire text of this book, type in your search term here and press Enter. March Washington, D. Authority control GND : Categories : General aviation.
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GND : In addition, the Aviation Weather Center would be able to transfer new forecasting techniques and software tools that it develops directly to the CWSUs. Most importantly, this approach would centralize responsibility and authority for the performance of the CWSUs with a single, knowledgeable official who could be expected to resolve existing and future issues related to the operation of CWSUs in a timely and efficient manner.
Airport managers need accurate and up-to-date weather information to minimize the impact of snow and other adverse weather conditions on airport safety and capacity. In particular, timely information is essential to assemble the snow removal crews needed to keep runways open. Airports with on-site weather offices are often able to obtain tailored weather forecasts directly from local forecasters. However, most small airports have never had forecasters stationed on-site. In the future, many large airports will face this same situation as the NWS consolidates its facilities and moves some of its offices off airport property.
Large airports often have on-site weather sensors and the financial resources to procure information from private weather services.
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Small airports, however, frequently rely on ad hoc methods to obtain the weather information needed to meet operational needs associated with snow removal, lightning, and strong winds. As a result, some airports do not always receive critical weather information in a timely or well-organized fashion. Implementation of new programs to improve the weather information available to airport operators would require additional resources, which may not be available. However, better use of existing programs could also improve the current situation.
Other prospective users, including the staff of airport operators, must apply to the FAA on an individual basis for approval. Recommendation: The FAA should facilitate the ability of airport operators to acquire appropriate weather information by granting their operational staff routine access to DUATS. The potential effectiveness of aviation weather systems is significantly curtailed if pilots, controllers, aviation weather forecasters, flight service specialists, and dispatchers are not trained to use them properly.
Thus, it is important for the FAA and NWS to develop and provide appropriate training tools for new systems and procedures that they develop.
Using these tools, however, is primarily the responsibility of individual users and their employers. Training plans should include all appropriate user groups. For example, the Advanced Weather Products Generator program included a plan to familiarize air carrier pilots with its new weather products, but this plan did not include similar familiarization efforts for business or general aviation pilots FAA, a.
Training on specific types of hazardous weather phenomena is especially important in areas where they occur often enough to constitute a significant threat to aviation but not often enough for local pilots, controllers, or meteorologists to become familiar with them during day-to-day operations. Realistic training is also important to avoid the complacency that can develop as a consequence of months or even years without a significant accident.
Constant vigilance and attention to potentially hazardous weather are essential to minimize the occurrence of weather-related accidents. Pilots must be able to determine when adverse weather is likely to exceed regulatory requirements for flight or surpass either their skills or the capabilities of their aircraft. Many weather-related accidents take place because pilots use poor judgment in making these determinations. Many of these accidents could be avoided if pilots were more diligent in obtaining preflight weather information; if they were more attentive to meteorological conditions during flight by observing local weather conditions and obtaining updated weather information by.
Improved meteorological training during initial and recurrent training for pilots has the potential to improve their ability to execute each of these tasks. Similarly, improved training for dispatchers, controllers, and flight service specialists has the potential to improve their ability to understand the weather information they receive and make better operational decisions. Experience with windshear demonstrates the potential impact of pilot training.
During the last few years, the aviation community has conducted extensive training on how to detect and survive windshear events. This seems to have produced a significant reduction in aircraft accidents related to windshear. Nonetheless, avoidable accidents continue to occur as a result of anomalous windshear events and other weather phenomena that have not been the subject of a comparably intensive training effort. Initial pilot training is primarily a responsibility of prospective pilots and flight training schools.
Recurrent training is generally the responsibility of individual pilots, although responsibility for advanced and recurrent training of professional pilots is shared with the companies that employ them. In addition, in order to promote the safety and efficiency of aviation, the FAA is responsible for setting standards for initial and recurrent training, including the level of weather knowledge that pilots are expected to achieve.
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Many pilots believe that weather is one of the most difficult and least understood subjects in the student pilot training curriculum Lankford, As indicated by the ongoing occurrence of avoidable accidents associated with hazardous weather, traditional methods of teaching weather concepts during initial and recurrent pilot training do not always adequately prepare pilots to make consistently safe operational decisions. The classroom training of many student pilots is focused on passing the FAA's written examination, but it is possible to miss every question in the meteorological section of the written examination and still pass by doing well on other sections.
In addition, many of the weather-related questions on pilot examinations focus on the ability of students to decipher the abbreviations used in standard weather messages rather than on their ability to use weather information in making safe operational decisions regarding the weather. As a result, it is not uncommon for general aviation pilots to ask flight service specialists if it is safe to fly, even though it is the pilot's responsibility to make that determination Lankford, Recurrent training is available for general aviation pilots to improve their skills, but the experience of committee members who teach pilot safety courses indicates that too many of the pilots that really need this training do not attend the training seminars and courses that are available.
Flight experience is an important aspect of training because it allows pilots to learn how they interact with adverse weather. Pilots should be able to interpret visible signs of adverse weather properly, and they should have the flying skills to avoid or escape from hazardous weather that they do encounter. For example, pilots who will be flying in mountain passes should know how to reverse course when there is minimal room to maneuver because this skill is important if they encounter adverse weather that blocks their path. Nonetheless, most student training flights occur during good weather because instructor pilots are generally reluctant to train student pilots during marginal weather conditions.
Furthermore, even though major air carriers use sophisticated aircraft simulators as part of their training programs, most of the training is focused on aircraft malfunctions that most pilots will never experience rather than on weather phenomena that occur on a routine basis. Except for the windshear training that is required by the FAA, most air carriers provide their pilots with no simulator or academic training in meteorology. Similarly, there are few, if any, requirements for general or business aviation pilots to receive recurrent classroom or flight simulator training in meteorology.
Specialized meteorological training is especially important for pilots who need to cope properly with unusual environmental conditions such as mountainous terrain. Low air densities reduce aircraft performance, and strong winds can create adverse flying environments. Thus, accidents sometimes occur in mountainous regions when pilots of small aircraft fail to anticipate the interaction between the terrain, the high-altitude atmosphere, and their aircraft.
The general aviation accident rate for the 11 western states that the FAA classifies as mountainous is 40 percent higher than the general aviation accident rate in the other states of the contiguous United States GAO, a. In many cases, accident investigations have determined that surviving pilots or passengers saw signs of hazardous weather without appreciating the danger to their aircraft until it was too late to take corrective action Lamb and Baker, Dispatchers have a responsibility to assess weather conditions in terms of regulatory requirements and company guidelines.
They are also responsible for providing necessary information to assigned pilots. The training of dispatchers is a joint responsibility of individual dispatch-. Like flight dispatchers, flight service specialists work with pilots to assess weather conditions both prior to and during flight. It is also a common occurrence for air traffic controllers to provide en route assistance to pilots regarding weather conditions even though controllers have limited access to meteorological information.
Controllers generally have less meteorological experience than flight service specialists, and controllers have other duties that limit their ability to focus on providing weather information to pilots.
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The FAA is directly responsible for the training and licensing of controllers and flight service specialists. For example, the FAA requires that each of its operational facilities establish an annual refresher training program that includes "unusual situations, such as weather affecting flight" FAA, b. Training of air traffic controllers focuses on reading weather products and exchanging weather-related information with pilots.
For example, the TDWR monitors that line controllers use display straightforward alerts that require no interpretation.
TDWR terminals for air traffic control supervisors, however, display a great deal of information, including six levels of precipitation, gust fronts, windshear, and microbursts.