Certification
Manual
2014
AIRPORT CERTIFICATION MANUAL
FOR
MEMPHIS INTERNATIONAL AIRPORT
(MEM)
THIS AIRPORT CERTIFICATION MANUAL CONTAINS SUBJECTS REQUIRED FOR AN
AIRPORT OPERATING CERTIFICATE UNDER FEDERAL AVIATION REGULATIONS, PART
139, CERTIFICATION AND OPERATIONS: LAND AIRPORTS SERVING CERTAIN AIR
CARRIERS.
Date: October 1, 2014
___________________________________
Scott A. Brockman, A.A.E.
President & CEO
Memphis-Shelby County Airport Authority
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AIRPORT CERTIFICATION MANUAL
MEMPHIS INTERNATIONAL AIRPORT
Page ii
PAGE REVISION LOG
Revision Number
Date Submitted to
FAA
Date Approved by
the FAA
Amendment/
Page #
Original
10/01/2013
11/14/2013
New Manual
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Coverpage, i, ii, iii,
9, 24, 36, 40,
Appendix 3
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AIRPORT CERTIFICATION MANUAL
MEMPHIS INTERNATIONAL AIRPORT
Page iii
AIRPORT CERTIFICATION MANUAL
DISTRUBUTION LIST
The official file copy of the Airport Certification Manual is maintained in the Director of
Operations and Public Safety’s office.
Copies or portions of the Airport Certification Manual, including all revisions and amendments,
are distributed to the following companies and agencies:
Main Body of the ACM
1.
Airlines
American
FedEx
Sea Port
United Express
2.
Airborne Express
Flight Support Solutions
Sky West
UPS
Delta
Frontier
Southwest
US Airways
FBOs and Fueling Agents
Signature FBO
Wilson Air FBO
Swissport
3.
4.
5.
6.
Memphis-Shelby County Airport Authority (MSCAA) Staff
Memphis Fire Department
TSA
FAA (ADO, ASO, SSO, and ATCT)
Airport Emergency Plan
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
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Airlines (see ACM main body)
FBOs and fueling agencies (see ACM main body)
MSCAA Staff
Memphis Fire Department
Rural Metro
Memphis Police Department
FBI
Local area hospitals
FAA (ADO, ASO, and ATCT)
TSA
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MEMPHIS INTERNATIONAL AIRPORT
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AIRPORT CERTIFICATION MANUAL
DISTRUBUTION LIST (cont.)
Wildlife Hazard Management Plan
1.
2.
3.
MSCAA Staff
USDA Wildlife Biologists
FAA (ADO, ASO, Regional Environmental Specialist)
Snow and Ice Control Plan
1.
2.
3.
4.
5.
Airlines (see ACM main body)
FBOs and fueling agencies (see ACM main body)
MSCAA Staff
Memphis Fire Department
FAA (ADO, ASO, and ATCT)
Airport Marking and Signage Plan
1.
2.
3.
4.
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MSCAA Operations Department
MSCAA Airfield Maintenance Department
MSCAA Development Department
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TABLE OF CONTENTS
PAGE
TITLE
AIRPORT OPERATOR SIGNATURE
ii
PAGE REVISION LOG
iii
DISTRIBUTION LIST
v
TABLE OF CONTENTS
vi
LIST OF APPENDICES
vii
FOREWORD
1
100
GENERAL
3
105
INSPECTION AUTHORITY
4
113
DEVIATIONS
5
115
CERTIFICATION AND FALSIFICATION
6
201
ACM MAINTENANCE/REVISIONS
7
301
RECORDS
9
303
PERSONNEL
12
305
PAVED AREAS
14
307
UNPAVED AREAS
15
309
SAFETY AREAS
18
311
MARKINGS, SIGNS, AND LIGHTING
22
313
SNOW AND ICE CONTROL
23
315, 317, 319
27
321
HAZARDOUS MATERIALS
33
323
TRAFFIC AND WIND INDICATORS
34
325
AIRPORT EMERGENCY PLAN
35
327
SELF-INSPECTION PROGRAM
39
329
GROUND VEHICLES
44
331
OBSTRUCTIONS
45
333
PROTECTION OF NAVAIDS
46
335
PUBLIC PROTECTION
48
337
WILDLIFE HAZARD MANAGEMENT
49
339
AIRPORT CONDITION REPORTING
51
341
CONSTRUCTION AND OTHER UNSERVICABLE AREAS
52
343
NONCOMPLYING CONDITIONS
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LIST OF APPENDICES
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APPENDIX #1
EMAS Modification to Standards
APPENDIX #2
EMAS Inspection, Maintenance, and Repair Manual
APPENDIX #3
Sign and Marking Plan
APPENDIX #4
ARFF Response Map
APPENDIX #5
ARFF Equipment
APPENDIX #6
Airport Emergency Procedures LOA
APPENDIX #7
Mobile Fueler Inspection Checklist
APPENDIX #8
Fuel Storage Areas & Loading Stations Inspection Checklist
APPENDIX #9
Fuel Carts Inspection Checklist
APPENDIX #10
Airport Layout Plan
APPENDIX #11
Safety Self-Inspection Form
APPENDIX #12
Direct Digital NOTAM (DDN) System Documents
APPENDIX #13
NOTAM form
APPENDIX #14
NOTAM Distribution List
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FOREWORD
This Airport Certification Manual (ACM) provides in print from the standard operating
procedures and standards used to implement the requirements specified in FAR Part 139. It
also provides a comprehensive description of facilities and equipment used to satisfy those
requirements.
The purpose of this ACM is to provide a framework upon which the duties and responsibilities of
the Memphis-Shelby County Airport Authority (MSCAA) are identified and organized, while
providing answers to commonly asked questions. This manual will effectively outline the
interactions necessary for the MSCAA and tenants to satisfy the FAR Part 139 requirements.
This manual supplements FAR Part 139. In the instance of a conflict of information between
this manual and Fart Part 139, Part 139 takes precedence. Section numbering in this ACM
refers to the associated sections of FAR Part 139. Should clarification of any FAR Part 139
section be required, a copy of the regulation may be found in the office of the Director of
Operations and Public Safety.
This ACM will be kept current by the MSCAA Manager of Operations or their designated
representative.
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SECTION 100
GENERAL
A.
ADMINISTRATOR’S ADDITONAL PROVISONS, LIMITATIONS, AND EXEMPTIONS
1.
2.
3.
B.
Additional Provisions – None
Limitations – None
Exemptions – None
AIRPORT INFORMATION
1.
Mailing Address:
Memphis International Airport
2491 Winchester Rd, Suite 113
Memphis, TN 38116-3856
2.
Location:
Memphis International Airport (MEM) is located approximately 12 miles southeast
of downtown Memphis in Shelby County, Tennessee.
3.
Airport Operator/Class:
The airport is owned and operated by the Memphis-Shelby County Airport
Authority and operates as a class I airport under 14 CFR Part 139.
4.
Runway and Taxiway Identification System:
The runways carry the standard magnetic heading identification which are as
follows:
Runway 18R/36L:
Runway 18C/36C:
Runway 18L/36R:
Runway 9/27:
150 feet x 9,320 feet
150 feet x 11,120 feet
150 feet x 9,000 feet
150 feet x 8,946 feet
The taxiways are identified by a single letter or a single letter/single number
combination.
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SECTION 100
GENERAL (cont.)
B.
AIRPORT INFORMATION (cont.)
5.
Aprons
The apron areas are as follows:
Terminal Apron
Signature FBO Apron
Wilson Air FBO Apron
Cargo Apron
FedEx Apron Areas
UPS Apron
Cargo Central Apron
6.
Areas available for Air Carriers:
All movement areas and apron areas are available for use by small and large air
carrier aircraft.
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SECTION 105
INSPECTION AUTHORITY
The Administrator of the FAA or their designated representatives has the authority to make
inspections and tests, both announced and unannounced, in order to determine Memphis
International Airport’s compliance with FAR Part 139.
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SECTION 113
DEVIATIONS
In emergency conditions requiring immediate action for the protection of life or property,
involving the transportation of persons by air carriers, Memphis International Airport may deviate
from any requirement of FAR Part 139, Subpart D, to the extent required to meet the
emergency. Should a deviation occur, the Director of Operations and Public Safety will send a
report to the Regional Director of the FAA stating the nature, extent, and duration of the
deviation. This report will be issued as soon as practical but not later than 14 days after the
emergency.
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SECTION 115
CERTIFICATION AND FALSIFCATION
The Memphis-Shelby County Airport Authority maintains that all records, reports, and other
documentation provided to the FAA are correct and free of intentionally false or fraudulent
statements.
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SECTION 201
ACM MAINTENANCE AND REVISIONS
A.
ACM MAINTENANCE
The airport will:
1. Maintain the ACM current at all times. The Manager of Operations or their
designated representative is responsible for maintaining the currency of the ACM.
2. Maintain at least one (1) complete and current copy of the approved ACM on the
airport which will be available for inspection by the FAA. This copy will be
maintained in the office of the Director of Operations and Public Safety or their
designated representative.
3. Furnish the applicable portions of the FAA approved ACM to the personnel
responsible for its implementation.
4. Ensure that the Regional Airports Division is provided a complete copy of the most
current ACM including any amendments approved on FAR Part 139.205.
B.
ACM REVISIONS AND AMENDMENTS
The following procedure is in effect for revisions and amendments to the ACM:
1. Two copies of the revision will be submitted to the following address:
Federal Aviation Administration
Southern Region, Airports Division
P.O. Box 20636
Atlanta, GA 30320
2. Amendments to the ACM are significant changes to the ACM concerning method
of compliance to FAR Part 139 requirements and will be submitted at least 30
days prior to the proposed effective date. Revisions will be submitted as needed
to maintain currency.
3. The ACM Page Revision Log will be completed and submitted with the revision.
4. Each page of the revision, including the ACM Page Revision Log, will have the
date of the revision.
5. Upon FAA approval, copies of the approved revision will be made and distributed
to recipients listed on the Distribution List on page iii.
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SECTION 301
RECORDS
A.
FURNISH RECORDS
Upon request of the Administrator the airport will furnish records listed under this
section.
B.
LIST OF REQUIRED RECORDS
The airport will maintain the following records:
1. Personnel Training – 24 consecutive calendar months for personnel training
records under Sections 303 and 327.
2. Emergency Personnel Training – 24 consecutive calendar months for ARFF and
emergency medical service personnel training records under Section 319.
3. Airport Fueling Agent Inspection – 12 consecutive calendar months for records of
inspection of airport fueling agents under Section 321.
4. Fueling Personnel Training – 12 consecutive calendar months for training records
of fueling personnel under Section 321.
5. Self-Inspection – 12 consecutive calendar months for self-inspection records
under Section 327.
6. Movement Areas and Safety Areas Training – 24 consecutive calendar months for
records of training given to pedestrians and ground vehicle operators with access
to movement areas and safety areas under Section 329.
7. Accident and Incident – 12 consecutive calendar months for each accident or
incident in movement areas and safety areas involving an air carrier aircraft and/or
ground vehicle under Section 329.
8. Airport Condition – 12 consecutive calendar months for records of airport
condition information dissemination under Section 339.
9. Wildlife Hazard Management – 24 consecutive calendar months for training
related to wildlife hazard management.
C.
ADDITIONAL RECORDS
The airport will make and maintain any additional records required by the
administrator.
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SECTION 303
PERSONNEL
A.
LINE OF SUCCESSION FOR AIRPORT OPERATIONAL RESPONSIBILITY
1. PRESIDENT AND CEO
2. VICE PRESIDENT OF FINANCE AND ADMINISTRATION
3. VICE PRESIDENT OF OPERATIONS
4. DIRECTOR OF OPERATIONS AND PUBLIC SAFETY
5. MANAGER OF OPERATIONS
6. OPERATIONS DUTY MANAGER
B.
PERSONNEL REQUIREMENTS
The airport will comply with the following personnel requirements:
1. Maintain sufficient qualified personnel to comply with requirements of the ACM
and the requirements of FAR Part 139.
2. Equip personnel with sufficient resources needed to comply with requirements of
FAR Part 139.
3. Train all personnel who access movement areas and safety areas and perform
duties in compliance with the requirements of the ACM and FAR Part 139. This
training shall be completed before the initial performance of such duties and at
least once every 12 consecutive calendar months. The curriculum for initial and
recurrent training shall include at least the following areas:
a. Airport Familiarization including airport marking, lighting, and sign systems
b. Procedures for access to and operation in movement areas and safety
areas as specified in Section 329.
c. Airport communications including radio communication between the air
traffic control tower and personnel and procedures for reporting unsafe
airport conditions.
d. Duties required under the ACM and the requirements of FAR Part 139.
e. Any additional subject areas required under Sections 319, 321, 327, 329,
337, and 339 as appropriate.
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SECTION 303
PERSONNEL (cont.)
B.
PERSONNEL REQUIREMENTS (cont.)
4. Make a record of all training completed by each individual in compliance with this
section that includes at a minimum a description and date of training received.
Such records shall be maintained for 24 consecutive calendar months after
completion of training.
5. As appropriate comply with the following training requirements of this ACM:
a. Section 319 – ARFF: Operational requirements
b. Section 321 – Handling and storage of hazardous substances and
materials
c. Section 327 – Self-inspection program
d. Section 329 – Pedestrians and Ground Vehicles
e. Section 337 – Wildlife Hazard Management
f.
C.
Section 339 – Airport condition reporting
AIRPORT CERTIFICATION MANUAL (ACM) TRAINING
Annual training will be administered to all employees that have duties under the ACM.
A list of the topics is presented below:
1. Movement Area and Non-Movement Areas
2. Airfield Familiarization to include signage, marking, and lighting
3. NOTAM procedures
4. Radio communication
5. Discrepancy reporting procedures
6. Inspection procedures and record keeping
7. Video for movement area and non-movement area driving
8. Communications scenarios
9. Open discussion and questions
A record of all training will be kept on file for 24 consecutive calendar months by the
Manager of Operations or their designated representative.
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SECTION 305
PAVED AREAS
A.
INSPECTION AND MAINTENANCE OF PAVED AREAS
The maintenance of all paved areas, with the exceptions listed below, are the
responsibility of the Director of Maintenance or their designated representative.
Exceptions:
1. FBO aircraft parking aprons which serve Signature Flight Support, Wilson Air
Center, and their sub-tenants.
2. The FedEx aircraft parking aprons and maintenance facility aprons.
3. The Tennessee Air National Guard aircraft parking apron.
4. The United Parcel Service aircraft parking apron.
Paved areas are inspected each day during the Safety Self-Inspection (see Section
327).
FAR Part 139 requirements for pavement areas are summarized below:
1. Pavement Edges may not exceed 3 inches difference in elevation between
abutting pavement sections and between pavement and abutting areas.
2. Pavement Holes may not exceed 3 inches in depth nor have the slope of which
from any point in the hole to the nearest point at the lip of the hole is 45 degrees
or greater, as measured from the pavement surface plane, unless, in either case,
the entire area of the hole can be covered by a 5-inch diameter circle.
3. The Pavement shall be free of cracks and surface variations that could impair
directional control of air carrier aircraft, including any pavement crack or surface
deterioration that produces loose aggregate or other contaminants.
4. Foreign Object Debris (FOD) and other Contaminants shall be removed
promptly and completely as practical. This does not apply to snow and ice control
materials (see Snow and Ice Control Plan).
5. Chemical Cleaning Solvents shall be removed as soon as possible, consistent
with the manufacturer’s instructions. This does not apply to snow and ice control
materials (see Snow and Ice Control Plan).
6. The Pavement shall be sufficiently drained and free of depressions to prevent
ponding that obscures markings or impairs safe aircraft operations.
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SECTION 305
PAVED AREAS (cont.)
A.
INSPECTION AND MAINTENANCE OF PAVED AREAS (cont.)
The Director of Operations and Public Safety or the Director of Maintenance or their
designated representative shall initiate a work order to restore pavement to FAR Part
139 requirements immediately upon receipt of the Daily Inspection Report with a FAR
Part 139 pavement deficiency reported by a designated inspector.
If corrective action must be deferred on an unsatisfactory condition discovered during
a Safety Self-Inspection a NOTAM will be issued as appropriate in accordance with
Section 339, Airport Condition Reporting. If the Manager of Operations or their
designated representative determines that an uncorrected condition in a paved area
does not meet the requirements of this section, that portion of the airport will be
closed to air carrier operations until the requirements of this section are met.
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SECTION 307
UNPAVED AREAS
Memphis International Airport has no movement, loading, or parking areas which are
unpaved for air carrier use.
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SECTION 309
SAFETY AREAS
A.
SAFETY AREA DIMENSIONS
The safety areas at Memphis International Airport are asphalt and turf and as of July
1, 2013 are as follows:
Runway 9/27: 500 feet in width centered about the runway centerline and
extending 1000 feet beyond each end of the runway pavement.
Runway 18R/36L: 500 feet in width centered about the runway centerline and
extending 1000 feet beyond the North end of the runway pavement. The South
end of the runway has an EMAS installed reducing the safety area to 853 feet
from the threshold of the runway.
Runway 18C/36C: 500 feet in width centered about the runway centerline and
extending 1000 feet beyond each end of the runway pavement.
Runway 18L/36R: 500 feet in width centered about the runway centerline and
extending 1000 feet beyond each end of the runway pavement.
Taxiways ‘C’ North of ‘D’; ‘V’ West of ‘S’; ‘P’ East of runway 18L/36R; ‘B’ North of ‘A’;
‘Y’ south of RWY 9/27; and ‘V3’ are all Group VI taxiways and have a safety area of
262 feet in width centered about the taxiway centerline.
Taxiways ‘N’ between ‘M7’ and ‘T’ are Group IV taxiways and have a safety area of
171 feet in width centered about the taxiway centerline.
Taxiways ‘J’ between ‘C3’ and ‘K’ are Group III taxiways and have a safety area of
118 feet in width centered about the taxiway centerline.
All other taxiways are Group V and have a safety area of 214 feet centered about the
taxiway centerline.
B.
REQUIRED CONDITION OF SAFETY AREAS
Safety area conditions are maintained as follows:
1. Each safety area is cleared and graded and will be maintained free of potentially
hazardous ruts, humps, depressions, or other surface variations.
2. Each safety area is drained by grading and storm sewers to prevent water
accumulation.
3. Each safety area is capable under dry conditions of supporting snow removal
equipment, aircraft rescue and firefighting equipment, and supporting the
occasional passage of aircraft without major damage to the aircraft.
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SECTION 309
SAFETY AREAS (cont.)
B.
REQUIRED CONDITION OF SAFETY AREAS (cont.)
4. The objects located in the safety areas because of their function are constructed,
to the extent practical, on frangible mounted structures of the lowest practical
height and are maintained so the frangible point is no higher than 3 inches above
grade except on the Runway 18R/36L EMAS Bed. The FAA has approved a
Modification to Standards for the Runway 18R/36L EMAS to allow the Memphis
International Airport to raise the point of frangibility to be as low as practical above
3 inches on the EMAS bed (See Appendix #1).
5. Objects and equipment in the safety areas which are maintained by the FAA shall
be the responsibility of the FAA.
C.
INSPECTION AND MAINTENANCE OF SAFETY AREAS
Safety areas are inspected each day with the Safety Self-Inspection being conducted
by the Manager of Operations of their designated representative. Special inspections
may be conducted at any time in order to reopen closed taxiways or runways, upon
request by any authorized authority, or any other valid reason.
The EMAS on the approach end of Runway 36L will be inspected in accordance to
the EMAS Inspection, Maintenance, and Repair Manual (Appendix #2) provided by
the manufacturer and accordance with Section 327, Airport Self-Inspection Program.
Corrective action will be initiated by the Airfield Maintenance Manager or their
designated representative as soon as practical when any unsatisfactory conditions
are found in the safety areas. The Airfield Maintenance Department is responsible for
correction of any unsatisfactory conditions in safety areas. The FAA Service Sector
Office is responsible for maintenance of FAA owned NAVAIDS at the airport. If any
FAA owned NAVAIDS are damaged or have a frangible point higher than 3 inches
above grade the FAA Service Sector Office will be notified by the Manager of
Operations or their designated representative.
If corrective action must be deferred, a NOTAM will be issued (as appropriate) in
accordance with Section 339, Airport Condition Reporting. If the Manager of
Operations or their designated representative determines that the uncorrected
condition in the safety area does not meet the requirements of this section, that
portion of the airport will be closed to air carrier operations until the requirements of
this section are met.
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SECTION 311
MARKING, SIGNS, AND LIGHTING SYSTEMS
A.
RUNWAY/TAXIWAY MARKINGS
Runways and taxiways are marked in accordance with the standards described in the
most current FAA Advisory Circular 150/5340-1, Standards for Airport Markings.
Markings include striping runway centerlines, chevrons marking thresholds, stripes
marking touchdown zones on all runways, painted numerals designating runways,
striping taxiway centerlines, and hold short lines. Runway markings meet the
specifications for the approach with the lowest minimums authorized. Runways at
Memphis International Airport are marked as follows.
Runway 9/27 – Precision Instrument Runway
Runway 18R/36L – Precision Instrument Runway
Runway 18C/36C – Precision Instrument Runway
Runway 18L/36R – Precision Instrument Runway
All taxiways have centerline and edge markings.
B.
GUIDANCE SIGNS
Signs at Memphis International Airport meet the standards described in the most
current FAA Advisory Circular 150/5340-18, Standards for Airport Sign Systems, and
FAA Advisory Circular 150/5345-44, Specification for Taxiway & Runway Signs. The
following types of guidance signs are installed at the airport.
1. Runway and approach holding positions signs
2. Runway exit signs
3. Distance Remaining Signs
4. LAHSO holding position signs
5. Taxiway identification and directional signage
6. ILS critical area signs
7. Information signs
The sign standards required are shown in Appendix #3
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SECTION 311
MARKING, SIGNS, AND LIGHTING SYSTEMS (cont.)
C.
RUNWAY/TAXIWAY LIGHTING
Runway lighting at Memphis International Airport meets the specifications for the
approach with the lowest minimums authorized for each runway. Runway lighting at
the airport is as follows:
Runway 9/27 – High Intensity Runway Lights and Centerline Lights
Runway 18R/36L – High Intensity Runway Lights, Centerline Lights, and
Touchdown Zone Lights
Runway 18C/36C – High Intensity Runway Lights, Centerline Lights, and
Touchdown Zone Lights
Runway 18L/36R – High Intensity Runway Lights, Centerline Lights, and
Touchdown Zone Lights
All taxiways have edge lights full-length with the exception of portions of Taxiways ‘A’,
‘J’, ‘M’, and ‘N’. Taxiways ‘J and ‘N’ border the terminal ramp. Portions of Taxiways
‘A’, ‘M’, and ‘N’ use edge reflectors.
All runways and taxiways designated as Surface Movement Guidance and Control
System (SMGCS) routes comply with the most current FAA Advisory Circular 120-57,
Surface Movement Guidance and Control System, and FAA Advisory Circular
150/5340-30, Design & Installation Details for Airport Visual Aids.
D.
APPROACH LIGHTING AND NAVAIDS
Approach lighting at Memphis International Airport meets the specifications for the
approach with the lowest minimums authorized for each runway. The approach
lighting and NAVAIDS for each runway are as follows:
Runway 9 – MALS/RAIL, RVR, ILS (CAT I certified)
Runway 27 – MALS RAIL, RVR, PAPI, ILS (CAT I certified)
Runway 18R – MALS/RAIL, RVR, ILS (CAT I certified)
Runway 36L – ALSF-2, RVR, PAPI, TDZ, ILS (CAT III certified)
Runway 18C – MALS/RAIL, RVR, ILS (CAT I certified)
Runway 36C – ALSF-2, TDZ, RVR, ILS (CAT III certified)
Runway 18L – MALS/RAIL, RVR, PAPI, ILS (CAT I certified)
Runway 36R – ALSF-2, RVR, PAPI, TDZ, ILS (CAT III certified)
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SECTION 311
MARKING, SIGNS, AND LIGHTING SYSTEMS (cont.)
E.
OBSTRUCTIONS
There are no obstructions in the approach lanes to the air carrier runways at Memphis
International Airport.
Current surveys show the approach zones meet FAA
requirements for clearances on the approach glide slopes.
Any object which exceeds any of the heights or penetrates any of the imaginary
surfaces described in Part 77 will either be removed, marked, or lighted as
appropriate as soon as possible after detection. The only exception is when such
obstructions to Part 77 surfaces which FAA aeronautical studies have determined are
unnecessary to be lighted. It shall be the responsibility of the Director of Operations
and Public Safety or their designated representative to ensure compliance with this
section.
Use regulations and height restrictions that are applicable to property within
designated turning and approach zones are included in the Code of Ordinances for
the City of Memphis, through the application of appropriate regulations, future
construction in the airport area will be controlled to maintain all approach surfaces
and other imaginary surfaces to at least the condition existing at the time of
certification.
F.
AIRPORT BEACON
Memphis International Airport is equipped with a rotating beacon with green and white
lenses located east of the Fuel Farm.
G.
OTHER AIRPORT LIGHTING
All other lighting on the airport is adjusted or shielded to prevent interference with air
traffic control. Airport lighting does not interfere with aircraft operations.
H.
INSPECTION AND MAINTENANCE OF MARKING AND LIGHTING
Marking, signs, and lighting are inspected daily during the Safety Self-Inspection by
qualified personnel in accordance to Section 327, Airport Self-Inspection.
Corrective action will be initiated by the Airfield Maintenance Manager or their
designated representative as soon as practical when any unsatisfactory conditions
are found in the marking and lights. The Airfield Maintenance Department is
responsible for correction of any unsatisfactory conditions with airport marking or
lighting.
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SECTION 311
MARKING, SIGNS, AND LIGHTING SYSTEMS (cont.)
H.
INSPECTION AND MAINTENANCE OF MARKING AND LIGHTING (cont.)
Runway lights will be replaced immediately by Airfield Maintenance when and where
a hazard is deemed to exist. If one of the following conditions exist, the Airfield
Maintenance Manager is immediately notified and a NOTAM will be issued through
the Flight Service Station or DDN system:
1. More than six (6) lights out on a runway
2. More than four (4) lights in a row are out
3. More than two (2) threshold lights (on a single end) are out
The FAA Service Sector Office is responsible for maintenance of the FAA NAVAIDS
at the airport. If any FAA NAVAIDS are found to be inoperable, the inspector will
contact the Service Sector Office.
If corrective action must be deferred a NOTAM will be issued (as appropriate) in
accordance with Section 339, Airport Condition Reporting.
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SECTION 313
SNOW AND ICE CONTROL
The Snow and Ice Control Plan for the Memphis International Airport is an integral part of the
Airport Certification Manual; however, it is published under a separate cover for ease of
reference and distribution. Copies of the Snow and Ice Control Plan are distributed
independently to all parties involved.
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SECTIONS 315, 317, 319
AIRCRAFT RESCUE AND FIREFIGHTING
A.
PROVISIONS OF ARFF SERVICES
Aircraft Rescue and Firefighting (ARFF) services are provided by the Memphis Fire
Department under an agreement between the City of Memphis and the MemphisShelby County Airport Authority.
The Memphis Fire Department operates Fire Station #9 on the airport proper with full
firefighting services available. Back-up service is provided by adjacent Memphis Fire
Department fire stations. The location of Fire Station #9 is marked on the ARFF
Response Map (see Appendix #4). All assigned emergency equipment and crews
are housed in the fire station, a modern, covered masonry structure with direct access
to both the Air Operations Area (AOA) and public areas. Fire Station #9 is manned
and in service 24 hours a day, 7 days a week.
Additional ARFF resources may be available from the Tennessee Air National Guard
(TNANG) and FedEx fire departments (see Appendix #5). These ARFF personnel
are not maintained to FAR Part 139 standards and are not considered as ARFF
resources for index evaluation in accordance with FAR Part 139.317.
B.
AIRPORT INDEX
The Memphis International Airport will maintain the appropriate index requirements for
firefighting and rescue equipment based upon more than five (5) average daily
departures of a Boeing MD-88:
Index C: Boeing MD-88
The Director of Operations, Manager of Operations, or the Operations Duty Managers
are responsible for reducing the Airport Index when the following conditions are met:
1. During Alert IIIs whenever ARFF has extinguished its agent thereby
necessitating a reduction in Airport Index
2. When primary and backup equipment are down which are required to
maintain Airport Index
3. Anytime ARFF units are off airport property or when they are unable to meet
the required response times to airport emergencies.
Whenever the Airport Index is reduced a NOTAM will be issued in accordance to
Section 339, Airport Condition Reporting, to ensure the airlines have been notified.
Whenever the condition requiring a reduction of Airport Index has passed, any
NOTAMs pertaining to the reduction will be cancelled.
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SECTIONS 315, 317, 319
AIRCRAFT RESCUE AND FIREFIGHTING (cont.)
C.
RESPONSE REQUIREMENTS
At least one (1) ARFF vehicle is capable of responding from the Fire Station #9 to the
mid-point of runway 9/27 or other specified point of comparable distance within three
(3) minutes from the time of the alarm and initiate discharge of extinguishing agent.
All other required ARFF vehicles are capable of responding from Fire Station #9 to
the mid-point of the runway 9/27 or other specified point of comparable distance
within four (4) minutes from the time of the alarm and initiate discharge of
extinguishing agent.
D.
PERSONNEL AND TRAINING
Fire Station #9 will maintain a minimum of eight (8) full time qualified firefighters per
shift to perform the duties of this section. All firefighters are qualified and
professionally trained in a manner acceptable to the Administrator of the FAA under
FAR Part 139.319. ARFF personnel receive initial and recurrent training at least
every 12 consecutive calendar months that comply with the most current FAA
Advisory Circular 150/5210-7, Aircraft Rescue and Fire Fighting Communications,
Advisory Circular 150/5210-14, Aircraft Rescue Fire Fighting Equipment, Tools and
Clothing and in the following areas:
1. Airport familiarization, including airport signs, markings, and lighting
2. Aircraft familiarization
3. Rescue and firefighting personnel safety
4. Emergency communications systems on the airport including fire alarms
5. Use of fire hoses, nozzles, turrets, and other appliances required
6. Application of the types of extinguishing agents required for compliance with
this part
7. Emergency aircraft evacuation assistance
8. Firefighting operations
9. Adapting and using structural rescue and firefighting equipment for aircraft
rescue and firefighting
10. Aircraft cargo hazards, including hazardous materials/dangerous goods
incidents
11. Familiarization with firefighter’s duties under the Airport Emergency Plan
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SECTIONS 315, 317, 319
AIRCRAFT RESCUE AND FIREFIGHTING (cont.)
D.
PERSONNEL AND TRAINING (cont.)
Additionally, all personnel participate in at least one live-burn drill every 12
consecutive calendar months. Personnel with basic emergency medical-care training
are on duty 24 hours a day, 7 days a week. All training aids and records are
maintained by the ARFF Liaison Chief at Fire Station #9. ARFF training records are
maintained for 24 consecutive calendar months. These records include a description
and date of training received. A dedicated ambulance, staffed with an emergency
medical technician and a paramedic, is on-site 24 hours a day, 7 days a week.
E.
EMERGENCY EQUIPMENT
Appendix #5 of this manual is a worksheet which summarizes the available
emergency vehicles, personnel, extinguishing agents, and radio equipment that are
used for firefighting and rescue at the Memphis International Airport. All ARFF
vehicles have normal emergency vehicle markings. They are painted red or limeyellow with their radio call sign displayed in large contrasting letters on each side.
Each vehicle is equipped with a two-way radio, sirens, and red rotating beacons or
strobes.
Additionally, all firefighting personnel are provided with appropriate
protective clothing so they can operate their firefighting equipment within close
proximity to fires.
F.
EMERGENCY ALERT PROCEDURES
During emergencies, an alarm is sounded in Fire Station #9, Memphis Fire
Department Central Alarm Room, MSCAA Communications Office, and the FedEx
and TNANG fire departments by direct line from the Air Traffic Control Tower Cab
personnel. They then relay the emergency information to the lead vehicle and
subsequently to all vehicles responding. This system is tested each morning for
operational capability. The Letter of Agreement between the FAA ATCT, MSCAA,
and the Memphis Fire Department is contained in Appendix #6.
G.
VEHICLE READINESS AND MAINTENANCE
Emergency equipment is maintained in a constant state of readiness. All routine
maintenance of emergency equipment operated by ARFF personnel is performed by
Fire Department personnel at Fire Station #9 or MSCAA Maintenance Mechanics. A
chief maintenance mechanic is available from the main station on short notice for
minor emergency repairs. If more than minor maintenance is required, replacement
vehicles with equal or greater capabilities are available for immediate use. If
replacement equipment is not available immediately, MSCAA will notify the FAA
Regional Director and each air carrier serving the airport in accordance with Section
339, Airport Condition Reporting. If the required index level of capability is not
restored within 48 hours, the Director of Operations and Public Safety or their
designated representative (unless otherwise authorized by the Administrator of the
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SECTIONS 315, 317, 319
AIRCRAFT RESCUE AND FIREFIGHTING (cont.)
G.
VEHICLE READINESS AND MAINTENANCE (cont.)
FAA) shall limit air carrier operations on the airport to those compatible with the index
corresponding to the remaining operative ARFF equipment (see Appendix #5)
H.
EMERGENCY ACCESS ROADS
The emergency access road to all movement areas is a connector from Fire Station
#9 to Taxiway ‘Y.’ This road is addressed in the Snow and Ice Control Plan as a
priority in snow removal operations.
I.
HAZARDOUS MATERIALS GUIDANCE
Each ARFF vehicle is equipped with the most current edition of the North American
Emergency Response Guidebook.
J.
OFF AIRPORT OR OTHER EMERGENCY RESPONSE OF ARFF EQUIPMENT
In the event of an off-airport response or other type of emergency response where the
3-minute ARFF response cannot be maintained during air carrier operations, the
Director of Operations and Public Safety or their designated representative shall
immediately notify the airlines and issue a NOTAM stating that ARFF equipment is
temporarily unavailable due to off-airport or other emergency response. During any
off-airport or other emergency response, ARFF equipment shall return to service as
soon as practical.
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SECTION 321
HAZARDOUS MATERIALS
A.
HAZARDOUS MATERIALS
The Memphis-Shelby County Airport Authority does not act as a cargo handling
agent. All tenants engaged in cargo handling shall establish and maintain procedures
for the protection of person and property on the airport during the handling and
storage of any material regulated by the Hazardous Materials Regulations (49 CFR
Part 171, 35 seq.)
The Tennessee Air National Guard maintains procedures required by the Department
of Defense in respect to ordinance and other potential hazardous materials.
B.
FUELING AGENTS
The following fueling agents operate at the Memphis International Airport:
1. Signature Flight Support
2. Wilson Air Center
3. Swissport
C.
EMERGENCY SITE FOR HAZARDOUS MATERIALS AND ARTICLES
The designated parking area for “Hot Cargo” at Memphis International Airport is on
the Taxiway ‘J’ run-up/deice pad. Any aircraft landing at the airport with a reported
problem with hazardous materials, such as a leaking container, will park at the “Hot
Cargo” spot until declared safe by the Aircraft Rescue and Firefighting Chief.
Explosive laden aircraft are not permitted to land at the Memphis International Airport
except when an in-flight emergency exits or with prior permission from the Director of
Operations and Public Safety or their designated representative.
D.
FIRE SAFETY FUEL HANDLING STANDARDS
The airport complies with NFPA 407, which is the local fire code. Fire safety fuel
handling standards have been established at the airport that complies with the most
current Advisory Circular 150/5230-4, Aircraft Fuel Storage, Handling, Training, and
Dispensing on Airports and are as follows:
Fuel Storage Areas and Loading/Unloading Stations
1. Fuel storage areas shall be fenced, locked when unattended and posted with
signs to reduce chance of unauthorized entry and/or tampering.
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SECTION 321
HAZARDOUS MATERIALS (cont.)
D.
FIRE SAFETY FUEL HANDLING STANDARDS (cont.)
2. Fuel storage areas and loading/unloading stations shall be posted with “NO
SMOKING” signs.
3. Fuel storage areas and loading/unloading stations shall be free of materials,
equipment, functions, and activities which could be ignition sources.
4. Piping shall be underground or reasonably protected from damage by surface
vehicles.
5. Fuel storage areas and loading/unloading stations shall be equipped with a
minimum of two (2) accessible fire extinguishers, each having at least a 20-BC
rating. Where the open hose discharge capacity of the fueling system is more
than 200 gpm, a wheeled extinguisher with 125 lbs of agent must be present.
6. Electrical equipment, switches, and wiring in fuel storage areas and
loading/unloading stations shall be explosion proof and reasonably protected from
heat, abrasion, or impact which could cause an ignition source.
7. Piping, filters, tanks, and electrical components shall be electrically bonded
together and interconnected to an adequate ground.
8. Loading/unloading stations shall be equipped with bond/ground wire with
appropriate clip for grounding tankers and mobile fuelers.
9. Loading stations shall be equipped with a deadman control capable of stopping all
fuel flow with one physical movement.
10. Loading stations shall be equipped with a boldly marked emergency cutoff
capable of stopping all fuel flow with on physical movement.
Mobile Fuelers, Fueling Pits and Cabinets
1. Mobile fuelers shall be marked with letters at least three (3) inches high on all
sides to show flammability, and display standard hazardous material placards.
“NO SMOKING” signs shall be prominently displayed on the sides of the fueler
and also inside the cab.
2. Fueling pits and cabinets shall be posted with a “NO SMOKING” sign.
3. Mobile fuelers shall be equipped with a minimum of two (2) fire extinguishers
having at least a 20-BC rating, each accessible from a different side.
4. Fueling pits and cabinets shall be equipped with a minimum of two (2) accessible
fire extinguishers each having at least a 20-BC rating.
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SECTION 321
HAZARDOUS MATERIALS (cont.)
D.
FIRE SAFETY FUEL HANDLING STANDARDS (cont.)
5. Mobile fuelers shall be equipped with a system capable of overriding all other
controls and stopping all fuel flow with one physical movement. Emergency fuel
cutoffs should be boldly marked. Mobile fuelers shall also be equipped with a
tank bottom outflow cutoff valve which can block fuel flow in the event of piping
rupture or valve failure.
6. Fueling pits and cabinets shall be equipped with a boldly marked emergency fuel
cutoff capable of overriding all other controls and stopping all fuel flow with one
physical movement.
7. Fuel tanks on mobile fuelers shall be equipped with gasketed dome covers, which
contain an emergency vapor pressure relief valve and are adequate to prevent
fuel spillage during vehicle movement.
8. Electrical equipment, switches, and wring in mobile fuelers, pits, and cabinets,
shall be explosion proof and be reasonably protected from heat, abrasion, or
impact which could be an ignition source.
9. Mobile fuelers, pits, and cabinets shall be equipped with grounding wires/clamps
to facilitate prompt, definite electrical ground connection to adequate grounding
rods, and/or aircraft being fueled.
10. Fuel systems on mobile fuelers shall have electrical continuity between all metallic
or conductive components. Fuel systems on pits and cabinets shall also have
electrical continuity between metallic or conductive components and in addition be
permanently electrically grounded.
11. Fuel system piping on mobile fuelers, pits, and cabinets shall be reasonably
protected from impact/stress which could cause fuel spillage.
12. All nozzles on mobile fuelers, pits, and cabinets shall be controlled by a deadman
flow cutoff feature.
13. Mobile fuelers shall be equipped with a spark arrestor and leak-free exhaust
system terminating in a standard baffled muffler. Mobile fuelers shall contain no
feature which would allow fuel or concentrated fumes to contact the exhaust
system if overfilled.
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SECTION 321
HAZARDOUS MATERIALS (cont.)
D.
FIRE SAFETY FUEL HANDLING STANDARDS (cont.)
Fueling Personnel and Staff
1. Ensure that appropriate clothing is worn (garments other than silk, polyesters,
nylon with wool, or other static generating fabrics; shoes containing no taps,
hobnails, or other material which could generate sparks on pavement).
2. Ensure that matches or cigarette lighters are not carried that could become an
ignition if operating, bumped, hit, or dropped.
3. Ensure that fueling is performed only outside (never in a hangar).
4. Ensure that mobile fuelers are never parked closer than ten (10) feet from each
other or closer than fifty (50) feet from any building.
5. Ensure that all fuel systems and mobile fuelers are bonded between aircraft,
tankers, or fuelers, before commencing and during all fuel transfer operations.
6. Ensure that before opening any aircraft or mobile fueler tank or commencing any
fueling operations, and at all times during fuel transfer, a bonding wire is
connected between mobile fueler and loading station or between fueler, pit, or
cabinet and the aircraft being fueled.
7. Ensure that all fueling equipment is in good operating condition and free of fuel
leaks prior to use.
8. Ensure that all fuel storage areas and equipment is kept neat and free of trash or
debris which could contribute to the spread of a fire.
9. Ensure that all fire extinguishers are sealed, charged, and inspected annually.
10. Ensure that fuel service operations are suspended when there are lightning
discharges in the immediate vicinity of the airport.
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SECTION 321
HAZARDOUS MATERIALS (cont.)
E.
TRAINING REQUIREMENTS
Fixed Based Operators (FBO) engaged in handling and dispensing fuel on the airport
shall comply with the following training requirements:
1. At least one (1) supervisor with each fuel handler which services air carriers shall
have completed an acceptable aviation fuel training course in fire safety. The
supervisor will have received recurrent training at least once every 24 consecutive
calendar months. If a new supervisor is hired, they will be enrolled in an
authorized aviation fuel training course that will be completed within 90 days of
their start date.
2. All other employees with each FBO, accept fuel shipments, or handle fuel shall
receive at least on-the-job training in fire safety and recurrent training every 12
consecutive calendar months from the supervisor who has completed an
approved aviation fuel training course in fire safety.
3. Each FBO engaged in handling and dispensing fuel at the airport shall certify to
airport management once every 12 consecutive calendar months that the above
training standards have been accomplished. The training confirmation records
shall be maintained by the Manager of Operations, or their designated
representative, for 12 consecutive calendar months.
4. Fueling agent personnel training records will be maintained for 24 consecutive
calendar months at the fueling agent’s office.
F.
3-MONTH INSPECTIONS OF FUELING FACILITIES
Airport ARFF personnel conduct inspections every three (3) months of FBO storage
areas, mobile fuelers, fuel carts, and fuel cabinets for compliance to the above Airport
Fire Safety Fuel Handling Standards. Sample checklists used by ARFF personnel
when conducting the 3-month inspections and subsequent follow-up inspections are
included as Appendix #7, #8, and #9. Inspection records are maintained in the
Operations Duty Managers’ office for at least 12 consecutive calendar months.
Lease agreements with the fueling agents engaged in handling and dispensing
aviation fuel require that the fueling agents take immediate corrective action
whenever notified of noncompliance with any of the Airport Fire Safety Fuel Handling
Standards. If corrective action cannot be accomplished within a reasonable period of
time the Director of Operations and Public Safety or their designated representative
will notify the FAA Airport Certification and Safety section.
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SECTION 323
TRAFFIC AND WIND INDICATORS
A.
WIND INDICATORS
Lighted wind cones are located at the approach end of all runways. Wind cones
locations are noted on the Airport Layout Plan (See Appendix #10). The airport’s
wind cones comply with the most current FAA Advisory Circular 150/5345-27, FAA
Specification for Wind Cone Assemblies.
Memphis International Airport has an Air Traffic Control Tower that is operated 24
hours a day, 7 days a week, therefore the airport has no segmented circle to indicate
a traffic pattern.
B.
INSPECTIONS AND MAINTENANCE
The wind cones are inspected during the daily safety self-inspection as detailed in
Section 327 – Airport Self-Inspection Program.
Corrective action will be initiated by the Airfield Maintenance Manager or their
designated representative as soon as practical when any unsatisfactory conditions
exist with the wind cones. The Airfield Maintenance Department is responsible for
correction of any unsatisfactory conditions.
If corrective action must be deferred a NOTAM will be issued (as appropriate) in
accordance with Section 339, Airport Condition Reporting.
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SECTION 325
AIRPORT EMERGENCY PLAN
The Airport Emergency Plan for the Memphis International Airport is an integral part
of the Airport Certification Manual; however, it is published under a separate cover for
ease of reference and distribution. Copies of the Airport Emergency Plan are
distributed independently.
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SECTION 327
SELF-INSPECTION PROGRAM
A.
FREQUENCY OF INSPECTIONS
Safety self-inspections are the responsibility of Operations and will be conducted
daily. The Manager of Operations or their designated representative is responsible
for conducting the safety self-inspection. Additional safety self-inspections will be
conducted wherever required under the following circumstances:
1. During and after construction activity (inspection will concentrate on the area
affected by the construction activity)
2. Rapidly changing meteorological conditions
3. Immediately after any incident or accident (inspection will concentrate on the
area affected by the incident or accident)
4. Upon request from any tenant, user, or other proper authority (inspection may
concentrate on the area affected by the request)
B.
RECORDS
Inspection records will show the conditions found and all corrective actions taken.
Inspection records will be kept on file by the Manager of Operation for at least 12
consecutive calendar months.
Training records for each individual include a description and date of training
received. Training records are kept for at least 24 consecutive calendar months.
C.
REPORTING SYSTEM
Conditions not meeting the requirements of FAR Part 139 discovered during the
safety self-inspection will be noted on the inspection form and reported to the Airfield
Maintenance Department for prompt corrective action. Those conditions not promptly
corrected will be disseminated by NOTAM in accordance with Section 339, Airport
Condition Reporting.
D.
TRAINING
The Manager of Operations is responsible for ensuring the training of personnel
authorized to perform airfield inspections. In addition to on-the-job training, a training
program has been established and includes initial and recurrent training every 12
consecutive calendar months in the following areas:
1. Airport Familiarization, including airport signs, marking, and lighting
2. Airport Emergency Plan
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SECTION 327
SELF-INSPECTION PROGRAM (cont.)
D.
TRAINING (cont.)
3. Notice to Airmen (NOTAM) notification procedures
4. Procedures for pedestrians and ground vehicles in movement areas and
safety areas.
5. Discrepancy reporting procedures
6. Inspection procedures and record keeping
7. Other training as appropriate
E.
PERSONNEL
The following personnel have inspection duties under FAR Part 139:
1. Director of Operations
2. Director of Maintenance
3. Manager of Operations
4. Operations Duty Managers
5. Operations Safety Specialist
6. Airfield Maintenance Manager
7. Airfield Maintenance Supervisor
8. Airfield Electrician Supervisor
9. Airfield Paint/Sign Shop Supervisor
10. Airfield Electricians
11. Airfield Maintenance Foremen
F.
GENERAL INSPECTION PROCEDURES
Inspection of the airfield and grounds are made by driving at a moderate speed and
observing conditions in the areas. Satisfactory conditions or discrepancies will be
noted on the section form (See Appendix #11). Once notified of a discrepancy,
Airfield Maintenance will report completion of the work done to correct the
discrepancy to Operations. Operations will note completions on the inspection from
when notified of the completed work. All inspection records will be maintained by
Operations. The airport complies with the most current FAA Advisory Circular
150/5200-18, Airport Safety Self-Inspection.
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SECTION 327
SELF-INSPECTION PROGRAM (cont.)
G.
AIRFIELD INSPECTIONS
Airfield Inspection activities include the following:
1. Check for weather hazards on all movement areas. Note any broken or
damaged surfaces, foreign object debris (FOD), or obstructions. Check for
proper aircraft and vehicle parking.
2. Check airfield lighting, runway/taxiway lights, wind cone lighting, and observe
construction lighting on and off the airport. Report any lights not operating
properly.
3. Inspect the EMAS located at the approach end of Runway 36L in accordance
to the EMAS Inspection, Maintenance and Repair Manual (See Appendix #2).
4. Initiate snow removal activities when required and maintain liaison among all
interested agencies.
5. Notify interested tenants or agencies when closing operational areas or
interrupting services. Monitor any precautionary measures imposed.
6. When conducting the inspection, refer to the following sections for specific
requirements:
Section 305 – Paved Areas
Section 309 – Safety Areas
Section 311 – Marking and Lighting
Section 313 – Snow and Ice Control
Section 323 – Traffic and Wind Indicators
Section 333 – Protection of NAVAIDS
Section 339 – Airport Condition Reporting
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SECTION 329
GROUND VEHICLES
A.
AUTHORIZED GROUND VEHICLES
Ground vehicles are authorized by the President and CEO of the Memphis-Shelby
County Airport Authority to operate on movement areas and safety areas at the
Memphis International Airport are limited to those vehicles necessary for the airport
operations and include the following vehicles:
1. Airport-owned vehicles equipped with a two-way radio for communications
with the Air Traffic Control Tower (ATCT).
2. FAA Service Sector Office vehicles.
3. Airline and tenant vehicles providing aircraft servicing and other required
functions.
4. Construction vehicles operating under airport procedures.
5. Any other vehicles requiring access to movement areas and safety areas
when escorted by a properly authorized and equipped vehicle.
B.
PROCEDURES FOR GROUND VEHICLE OPERATIONS
Rules and regulations pertaining to operation of vehicles on the Memphis
International Airport are contained in the AOA Driver’s License Study Guide
maintained and distributed by the Manager of Operations or their designated
representative.
All vehicles operating on movement areas and safety areas are required to be
equipped with a two-way radio allowing communications with ATCT on local ground
control frequencies.
Ground vehicles at the Memphis International Airport are required to operate under
the rules and regulations established by the Memphis-Shelby County Airport Authority
which complies with the most current FAA Advisory Circular 150/5210-20, Ground
Vehicle Operations on Airports. Airport employees who have a need to operate
vehicles in movement areas are given training in ground vehicle procedures and radio
procedures.
Penalties for violation of any airport rule or regulation at the Memphis International
Airport, including the AOA as specified in the Rules and Regulations include
retraining, fines, suspensions, and revocations.
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SECTION 329
GROUND VEHICLES (cont.)
C.
TRAINING
Except for FedEx, training for AOA driver’s license is administered exclusively by
MSCAA. Initial training and examinations include a computer-based interactive test
or direct instruction covering representative driving details and a practical exam in a
vehicle. Computer-based training or direct instruction is re-administered for both Nonmovement Area (Class II) and Movement Area (Class III) licenses as outlined below.
The employee’s department head is responsible for ensuring all employees requiring
driver’s licenses attend MSCAA training prior to the operation of a vehicle on the
AOA. Contractors and others who have a need for operating in movement areas and
safety areas must undergo a training program administered by MSCAA before they
can operate without an escort.
FedEx provides training for non-movement area licenses for FedEx exclusive areas.
This examination is conducted by FedEx and includes a computer-based test or direct
instruction and an initial practical exam in a vehicle.
FedEx employees requiring movement area access will be required to obtain a Class
III (movement area) driver’s license from MSCAA.
Non-movement area (Class II) license initial training
1. Computer-based training or direct instruction is provided.
2. Initial practical driving exam in a vehicle.
Non-movement area (Class II) license recurrent training
1. Computer-based training or direct instruction is re-administered at least once
every 24 consecutive calendar months to ensure retention of operating rules.
Movement area (Class III) license initial training
1. Computer-based training or direct instruction is provided.
2. Initial practical driving exam in a vehicle.
3. FedEx employees requiring movement area access are required to maintain
a FedEx exclusive area non-movement area (FedEx AOC) license in addition
to a movement area (Class III) license.
Movement area (Class III) license recurrent training – MSCAA, MFD, and FAA
employees
1. Computer-based training or direct instruction is re-administered at least once
every 12 consecutive calendar months to ensure retention of operating rules.
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SECTION 329
GROUND VEHICLES (cont.)
C.
TRAINING (cont.)
Movement area (Class III) license recurrent training – Contractors, Tenants and
Airlines
1. Computer-based training or direct instruction is re-administered at least once
every 12 consecutive calendar months to ensure retention of operating rules.
2. Practical driving exam is re-administered at least once every 24 consecutive
calendar months to ensure retention of operating rules.
FedEx exclusive area non-movement area (FedEx AOC) license initial training
1. Computer-based training or direct instruction is provided by FedEx.
2. Practical driving exam is administered by FedEx.
FedEx exclusive area non-movement area (FedEx AOC) license recurrent
training –
FedEx Vendors and Contractors
1. Computer-based training or direct instruction is provided at least once
every 12 consecutive calendar months by FedEx to ensure retention of
operating rules.
2. Practical driving exam is re-administered at least once every 12
consecutive calendar months by FedEx to ensure retention of operating
rules.
FedEx Employees
1. Computer-based training or direct instruction is provided at least once
every 24 consecutive calendar months by FedEx to ensure retention
of operating rules.
Procedures for operating a ground vehicle on the movement areas are as follows:
1. Operators of any radio-equipped vehicles on movement areas must be
trained and familiar with airport radio procedures prior to operating on
movement areas.
2. All vehicles must establish radio contact with ATCT and receive authorization
prior to operating on movement areas.
3. Vehicle operators are not to cross hold lines or enter an active runway until
authorized by ATCT.
4. Aircraft have right-of-way on movement areas and aprons.
required to yield to all moving aircraft.
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SECTION 329
GROUND VEHICLES (cont.)
C.
TRAINING (cont.)
5. Access onto an active runway without ATCT authorization will be investigated
by the FAA as a possible violation of FAR Part 139. Any vehicle operator
involved in a runway incursion incident will be required to submit a written
report to the MSCAA Director and Public Safety.
Tugs, catering trucks, mobile fuelers, and other vehicles engaged in aircraft servicing
will, at all times, yield to the right-of-way to aircraft. These vehicles are not required to
be radio equipped or under escort while on the non-movement area.
Exceptions for 2-way radio contact with the tower and/or escort vehicles are listed
below. Each location was deemed to have sufficient ground traffic to warrant the
exception to prevent overcrowding of the ground control frequencies during critical
times or is operationally impractical to have 2-way radio communications or escort
vehicles.
1. On taxiway ‘P1’ at taxiways ‘P’ and ‘T’. Due to the physical layout of Airport
facilities, this area requires hundreds of crossings each day by vehicles
servicing aircraft.
2. On taxiways ‘N’, ‘C’, and ‘S’ North of taxiway ‘V’. These areas are controlled
by the FedEx Ramp Tower.
3. On taxiway ‘P’ East of taxiway ‘Y’. This area is the only access route to the
East Cargo Ramp by vehicles.
4. During construction, other areas may be deemed non-movement areas to aid
in vehicle flow as long as they meet the requirements of this section and
Section 341, Construction and Other Unserviceable Areas.
After examination of this situation by the Administrator, the following conditions were
stipulated and implemented so that crossing these taxiways is controlled in a manner
which is acceptable:
1. Vehicle lanes are established and appropriately marked delineating the areas
in which transverse of taxiways is permissible.
2. All service roads that enter the movement area are marked with signage
instructing vehicle operators to contact the control tower prior to entering the
movement area.
3. The MSCAA will maintain reasonable surveillance of vehicle crossings and
conduct strict enforcement action against any vehicle operator violating
established vehicle crossing procedures.
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SECTION 331
OBSTRUCTIONS
All airport obstructions in the general area are clearly marked and lighted with red lights and
complies with the standards of FAA Advisory Circular 70/7460-1, Obstruction Marking and
Lighting. These obstruction lights are inspected daily during the safety self-inspection.
Inoperable obstruction lights owned by the airport shall be repaired by the Airport Maintenance
Department. Obstruction lights owned by the FAA will be reported to and repaired by the FAA
Service Sector Office. Use regulations and height restrictions that are applicable to property
within designated airport turning and approach zones are included in the City of Memphis Code
of Ordinances. A survey will be conducted annually to check for any new obstructions.
In the event that an object is discovered which exceeds any of the heights or imaginary surfaces
in FAR Part 77, the Director of Operations and Public Safety or their designated representative
will take steps necessary for the object removal, marking, or lighting as appropriate.
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SECTION 333
PROTECTION OF NAVAIDS
A.
CONSTRUCTION ACTIVITY
To prevent the construction of facilities on the airport that would degrade the
operations of a NAVAID, MSCAA holds pre-construction conferences with
representatives of the contractor companies, the FAA, and tenant airlines.
Construction programs are then reviewed to ensure they do not interfere with the
operations of NAVAIDS. During the pre-construction conference, the locations of all
pertinent airport NAVAIDS are reviewed with the contractor. Additionally, all
construction plans must adhere to building restriction lines and conform to the
approved airport layout master plan.
B.
PROTECTION AGAINST VANDALISM
All NAVAID areas and FAA facilities are restricted areas which are enclosed by chainlink security fencing. The airport’s remote transmitter and remote receiver sites are
fenced and the gates are locked. Additionally, direct surveillance from the FAA Air
Traffic Control Tower (ATCT) and periodic checks from Airport Police and security
patrols help protect against vandalism.
C.
PREVENTION OF NAVAID SIGNAL INTERRUPTION
In addition to the pre-construction conference detailed in Section A, the applicable
architect or consulting engineer will provide onsite inspectors during construction
activity so as to prevent utility cable to NAVAIDS being inadvertently damaged. Also,
signs of have been placed to identify the areas in close proximity to the glide slope
antenna to help protect against inadvertent traversing of this area which could cause
false emissions of the failure of the NAVAID.
In the event of NAVAID signal interruption as a result of construction or maintenance,
MSCAA will notify the ATCT and FAA Service Sector Office.
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SECTION 335
PUBLIC PROTECTION
A.
ENTRY BY UNAUTHORIZED PERSONS OR VEHICLES
Access to the AOA is controlled by fencing which meets TSR Part 1542 requirements
to prevent inadvertent access to the movement area. Access gates into the area,
monitored by a TSA approved Access Control System; ensure positive identification
of persons/vehicles entering. Access gates under control of tenants are required to
be controlled when not under direct supervision.
B.
PROTECTION OF PERSONS AND PROPERTY FROM AIRCRAFT JET BLAST
Aircraft at the following gates are required to be pushed back by tugs and towed to a
power-up point before taxiing under power:
Concourse A:
A6, A8, A10, A12, A14, A16, A18, and A20
Concourse B:
B1, B2, B3, B4, B5, B6, B7, B8, B9, B10, B11, B12, B14, B27,
B28, B29, B30, B31, B33, B35, and B37
Concourse C:
C3, C5, C7, C9, and C11
In the ramp area where commuter operations require apron level boarding, passenger
lanes are marked on the pavement and designed in such a way as to prevent, to the
extend practical, any direct jet blast. In addition, airline personnel are required to
escort all passengers to their respective aircraft.
The following areas have jet blast fences to protect the personnel and property from
jet blast:
1. West side of taxiway ‘C’ at taxiway ‘C7’ and ‘C8’ protecting Signature FBO
ramp.
2. East end of taxiway ‘A’ at the entrance into FedEx Winchester Ramp
protecting the service road.
3. East side of the taxiway ‘N’ run-up/deice pad protecting Louis Carruthers Dr.
C.
INSPECTIONS AND MAINTENANCE
The fence line and blast fences are inspected daily by qualified personnel to ensure
they meet the requirements of this section.
Corrective action will be initiated by the Airfield Maintenance Manager or their
designated representative as soon as practical when any unsatisfactory conditions
exist with the fence line or blast fences. The Airfield Maintenance Department is
responsible for correction of any unsatisfactory conditions.
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SECTION 337
WILDLIFE HAZARD MANAGEMENT
The Wildlife Hazard Management Plan for the Memphis International Airport is an integral part
of the Airport Certification Manual; however, it is published under a separate cover for ease of
reference and distribution. Copies of the Wildlife Hazard Management Plan are distributed
independently to all parties involved.
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SECTION 339
AIRPORT CONDITION REPORTING
A.
COLLECTION AND DISSEMINATION OF AIRPORT CONDITION INFORMATION
The condition of Memphis International Airport’s movement areas, safety areas, and
loading ramps or parking areas is checked in accordance with Section 327, Airport
Self-Inspection. Whenever a discrepancy exists, the Director of Operations and
Public Safety or their designated representative is responsible for dissemination of
airport condition information to the FAA and air carriers if it meets the following
requirements:
1. Construction or maintenance activity on movement areas, safety areas, or
loading ramps and parking areas.
2. Surface irregularities on movement areas or loading ramps and parking
areas.
3. Snow, ice, slush, or water on the movement areas or loading ramps and
parking areas.
4. Snow piled or drifted on or near movement areas contrary to FAR Part
139.313.
5. Objects on the movement area or safety areas contrary to FAR Part 139.309
6. Malfunction of any lighting system required by FAR Part 139.311
7. Unresolved wildlife hazards as identified in accordance with FAR Part
139.337.
8. Non-availability of any aircraft rescue and firefighting capability required by
FAR Part 139.317.
9. Any other condition as specified in the Airport Certification Manual or which
may otherwise adversely affect the safe operations of air carriers.
B.
PERSONNEL AUTHORIZED TO ISSUE SURFACE CONDITION REPORTS
Airport personnel in the following positions are authorized to issue surface condition
reports to the Flight Service Station, through the Direct Digital NOTAM System (DDN)
(See Appendix #12), or disseminate airport conditions locally to the Air Traffic Control
Tower and air carriers:
1. Director of Operations and Public Safety
2. Manager of Operations
3. Operations Duty Managers
4. Operations Safety Specialist
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SECTION 339
AIRPORT CONDITION REPORTING (cont.)
C.
DISTRIBUTION OF AIRPORT CONDITION REPORTS
Airport Condition Reports will be distributed via the NOTAM system in accordance
with the most current FAA Advisory Circular 150/5200-28, Notices to Airman
(NOTAMS) for Airport Operators. Additionally, to the extent practical and appropriate,
each air carrier will receive either a faxed copy of the NOTAM, or email from the
Direct Digital NOTAM System (DDN) (See Appendix #13 and #14) or individually
notified via telephone.
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SECTION 341
CONSTRUCTION AND OTHER UNSERVICABLE AREAS
A.
IDENTIFICATION, MARKING, AND LIGHTING OF CONSTRUCTION AREAS
During the pre-construction process, the Director of Development or their designated
representative will review marking and lighting requirements of construction areas. All
construction areas are required to be clearly delineated and lighted where
appropriate. One or more of the following methods of marking and/or lighting
construction areas may be required.
1. Construction of temporary barriers
2. Use of barricades with alternating white and orange markings
3. Orange flags
4. Steady and/or flashing red lights
5. Reflective cones
6. Any other method deemed appropriate which is both clearly and generally
recognizable as indicating a hazard exists.
Additionally, construction specifications shall include a provision requiring contractors
to have a person on call 24 hours a day, 7 days a week for emergency maintenance
of airport hazard lighting and barricades.
B.
MARKING AND LIGHTING OF CONSTRUCTION EQUIPMENT
Construction equipment shall be marked and, if appropriate, lighted in a manner
acceptable to the Administrator. Plans and specifications involving marking and
lighting of construction equipment shall be submitted to the FAA for approval on AIP
funded projects.
Marking and lighting of all construction areas and equipment are in compliance with
the most current FAA Advisory Circular, 150/5370-2, Operational Safety on Airports
During Construction.
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SECTION 343
NONCOMPLYING CONDITIONS
When otherwise authorized by the Administrator of the FAA, whenever requirements of FAR
Part 139 cannot be met to the extent that uncorrected unsafe conditions exist on the airport, the
Director of Operations and Public Safety or their designated representative shall limit air carrier
operations to those portions of the airport not rendered unsafe by those conditions.
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APPENDIX #1
APPENDIX #1
APPENDIX #1
APPENDIX #1
APPENDIX #1
APPENDIX #2
IMR-MEM 18 DE
INSPECTION, MAINTENANCE &
REPAIR MANUAL
For the
EMAS BED
On
RUNWAY DEPARTURE END R/W 18R
At
MEMPHIS
INTERNATIONAL AIRPORT
FEB 2013
Revision: 4
Revision
Description of Change
Date
-O-
Updated Issue for new JBR 502
-1-
Incorporated use of new Seam Seal Tape
08-06-2007
and updated ENGINEERED ARRESTING SYSTEMS
Approved Material Data
-2-
4-3.5 u) Clarified joint sealing method.
Removed “ENGINEERED ARRESTING SYSTEMS
Approved Material Data” Sheet
01-03-2007
-3-
-4-
03-26-2006
Chapter 5, Snow Removal Procedures
Clarified
Bed Cleaning
6-01-09
4-25-11
1
Approval
A. Manning
R. Angley
R. Angley
J Bayley
J Bayley
THE INFORMATION PROVIDED IN THIS MANUAL IS PROVIDED
“AS IS” WITHOUT WARRANTY OF ANY KIND. WITH RESPECT TO
THE INFORMATION CONTAINED HEREIN, ENGINEERED ARRESTING SYSTEMS CORPORATION DISCLAIMS ALL WARRANTIES,
EITHER EXPRESS OR IMPLIED, INCLUDING THE WARRANTIES OF
MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE.
IN NO EVENT SHALL ENGINEERED ARRESTING SYSTEMS OR ITS
SUPPLIERS BE LIABLE FOR ANY DAMAGES WHATSOEVER
INCLUDING DIRECT, INDIRECT, INCIDENTAL, CONSEQUENTIAL,
LOSS OF BUSINESS PROFITS OR SPECIAL DAMAGES, EVEN IF
ENGINEERED ARRESTING SYSTEMS CORPORATION OR ITS
SUPPLIERS HAVE BEEN ADVISED OF THE POSSIBILITY OF SUCH
DAMAGES.
THE EQUIPMENT SHOWN IN THE FIGURES OF THIS MANUAL IS
TYPICAL AND MAY NOT LOOK EXACTLY LIKE YOUR EQUIPMENT
OR INSTALLATION.
Engineered Arresting Systems Corporation. All rights reserved.
2
TABLE OF CONTENTS
CHAPTER 1: GENERAL INFORMATION .................................................................................. 3
1-1
1-2
1-3
1-4
1-5
1-6
1-7
EMAS BED DESCRIPTION ........................................................................................... 4
FUNCTIONAL DESCRIPTION ...................................................................................... 4
MATERIAL DESCRIPTION ........................................................................................... 4
MANUAL DESCRIPTION .............................................................................................. 5
ENGINEERED ARRESTING SYSTEMS POINT OF CONTACT: ................................. 5
LEADING PARTICULARS............................................................................................. 5
DO’S & DON’TS ............................................................................................................ 6
CHAPTER 2: INSTALLATION AND REMOVAL ........................................................................ 7
2-1
2-2
INSTALLATION ............................................................................................................. 7
REMOVAL & REPAIR ................................................................................................... 7
CHAPTER 3: INSPECTION REQUIREMENTS........................................................................... 8
3-1
GENERAL INFORMATION ........................................................................................... 8
3-2
TRAINING ..................................................................................................................... 8
3-3
WARRANTY .................................................................................................................. 8
3-4
PERIODIC INSPECTIONS ............................................................................................ 8
3-4.1
EMAS Inspection (Drive-Around) .......................................................................... 8
3-4.2
EMAS Inspection (Walk Through) ......................................................................... 8
TABLE 3-1 ......................................................................................................................... 9
FORM 3-1:
PREVENTATIVE MAINTENANCE INSPECTION REPORT ................... 11
CHAPTER 4: REPAIR PROCEDURES .................................................................................... 13
4-1
GENERAL INFORMATION ......................................................................................... 13
4-2
REQUIRED MATERIALS AND TOOLS ....................................................................... 13
4-2.1
ENGINEERED ARRESTING SYSTEMS Approved Materials............................ 13
4-2.2
Tools .................................................................................................................... 13
4-3 CLEANING AND REPAIR PROCEDURES .................................................................... 14
4-3.1
Cleaning ................................................................ Error! Bookmark not defined.
4-3.2
Repairing Severe Depressions/Voids, Cracks or Holes ...................................... 15
4-3.3
Repairing Abrasion Damage ............................................................................... 16
4-3.4
Replacing the Top Cover ..................................................................................... 16
4-3.5
Replacing A Damaged Block ............................................................................... 16
4-3.6
Repairing Vertical Side Wall ................................................................................ 18
4-3.7
Replacing Debris Deflector Shield ....................................................................... 18
CHAPTER 5: SNOW REMOVAL .............................................................................................. 20
5-1
GENERAL INFORMATION ......................................................................................... 20
5-2
USE OF DEICERS ...................................................................................................... 20
5-3
SNOW BLOWING EQUIPMENT ................................................................................. 20
5-4
SNOW BLOWING PROCEDURE................................................................................ 22
5-4.1
Snow Blowing With Prevailing Wind Condition.................................................... 22
5-4.2
Snow Blowing In A No Wind Condition ............................................................... 22
ATTACHMENTS ......................................................................................................................... 23
ENGINEERED ARRESTING SYSTEMS APPROVED MATERIAL DATA .............................. 27
CHAPTER 1: GENERAL INFORMATION
3
1-1
EMAS BED DESCRIPTION
The equipment described in this manual is an Engineered Material Arresting System
(EMAS). The EMAS is an emergency system consisting of an arrestor bed, setback
from the runway end, and a grooved pavement lead-in ramp installed in the Runway
Safety Area (RSA). In the event that an aircraft does not stop on its own before
reaching the end of the runway but proceeds into the RSA, the aircraft will enter the
EMAS bed which has been designed to decelerate the aircraft. The EMAS is designed
to accomplish this role while minimizing the potential for passenger injury and aircraft
damage.
1-2
FUNCTIONAL DESCRIPTION
An EMAS bed is constructed of several thousand compressible cellular concrete blocks,
each measuring four feet by four feet, which are installed in a rectangular grid pattern in
the safety area beyond the end of a runway. The blocks start at a low height, generally
seven inches, and gradually increase in height toward the back of the bed to a depth
determined to be appropriate, based on the diversity of aircraft operating at a particular
airport, as well as the available area for installation of a bed. This gradual increase in
height presents a sloped ramp that eases the entry of the aircraft into the bed. The
ramp design, maximum height of block, and compressive gradient strength are
customized for each Runway Safety Area installation to ensure maximum arrestment
performance in terms of aircraft velocity and weight while providing maximum protection
for the aircraft and its passengers. When an aircraft enters the bed, the wheels of the
landing gear crush the cellular concrete of the blocks thereby creating a drag force on
the aircraft landing gear. This crushing action and the resulting drag force absorb
kinetic energy and diminish the forward momentum of the aircraft.
The individual blocks, as installed, have been factory assembled with a thin, hard,
weatherproof top cover, which is specifically designed to withstand the harsh
environment at the end of a runway. The top cover is designed to withstand highenergy jet engine blast, extreme noise levels, sonic vibrations, and attack by deicing
agents, as well as exposure to the normal weather conditions of snow, sleet, rain, high
winds, heat and cold, and ultra-violet rays.
1-3
MATERIAL DESCRIPTION
The blocks are manufactured of a cellular concrete material, using a patented method.
These blocks, when used in an arrestor bed, have limited strength to permit the
compressive failure of the concrete without destruction of the landing gear of the
aircraft. This requirement to limit the strength of the compressible material so that it will
perform its required function, in turn makes the material susceptible to damage or
destruction by sonic waves, pressure, vibration, lift forces, projected sand and gravel,
and other effects of jet blast from nearby aircraft. The EMAS is also susceptible to
damage from other sources such as objects, people, and vehicles making contact with
the bed at times other than during an actual aircraft arrestment. The hard top cover
applied to the blocks is intended to resist these potentially damaging external forces
without negatively affecting arrestment performance.
Achieving and maintaining a balance between the resistant strength to withstand abuse
and the fragility required to perform as designed means that great care must be
exercised in the manufacturing, shipping, installation, inspection, maintenance, and
repair of an EMAS bed.
4
1-4
MANUAL DESCRIPTION
The purpose of this manual is to provide adequate instructions in the inspections,
maintenance, and repair necessary to ensure the EMAS will perform as intended when
the need arises. Failure to maintain the bed in accordance with these instructions can:
 Cause the bed not to perform as designed, in the event of an emergency
arrestment.
 Cause the life of the bed to be severely reduced.
 Result in the warranty being voided.
WARNING
Do not assume as to what is required. Follow the instructions carefully and perform all
tasks as recommended.
When in doubt, contact ENGINEERED ARRESTING
SYSTEMS immediately for guidance or assistance.
1-5
ENGINEERED ARRESTING SYSTEMS POINT OF CONTACT:
VP, IMRO– Dan Edwards, P.E.
Phone – 856-241-8620, ext. 470
Fax – 856-241-8621
E-mail – Dan.Edwards@zodiacaerospace.com
Program Manager—Jim Bayley
Phone –856-241-8620, ext. 456
Fax- – 856-241-8621
E-mail – James.Bayley@zodiacaerospace.com
Project Manager—Josera Fama
Phone 856-241-8620, ext. 444
Cell: 856-516-1267
E-mail – mailto:Josera.fama@zodiacaerospace.com
1-6
LEADING PARTICULARS
Characteristic
Description
Airport
Runway Departure End *
Distance from threshold
Length of Bed
Width of Bed
Minimum height of bed
Maximum height of bed
Installation Surface
Number of Blocks in the bed
Block Strength
Memphis International Airport
18
550ft
316ft
178ft
6 inches
26 inches
Asphalt
3,342
80
* This EMAS is intended for Aircraft departures and landings on Runway 18
5
1-7
DO’S & DON’TS
DO’S
 Do perform all regularly scheduled inspections as listed in this manual.
 Do keep accurate records of inspections, reported problems, and repairs.
 Do complete all needed repairs on a timely basis to minimize the damage to the
bed.
 Do follow the directions in the manual for all repair work.
 Do wear soft rubber soled shoes (sneakers) when performing inspections or
repairs.
 Do keep all unauthorized personnel off of the arrestor bed. The less foot traffic
the better.
 Do double check that you have removed all tools and materials, when you have
completed any maintenance effort as these items are a FOD hazard.
 Do call ENGINEERED ARRESTING SYSTEMS if any questions or problems
should arise.
DON’TS
 Don’t wear hard soled shoes, boots, or heels on the bed as this may damage the
surface.
 Don’t walk directly on the seams between the blocks as this can break the seal
and cause leaks.
 Don’t repair the EMAS bed with untested or unauthorized material substitutes.
 Don’t expose the bed to any new deicing agents, cleaners, or other chemicals
without obtaining prior approval from ENGINEERED ARRESTING SYSTEMS .
These chemicals may damage the finish on the bed.
 Don’t drive any vehicles on your EMAS system, as this will cause severe
damage.
 Don’t use shovels, rakes, scrapers, etc. during snow removal or clean up, as this
will damage the surface.
 Don’t use snow blowers or snow plows which have not been approved for use by
ENGINEERED ARRESTING SYSTEMS.
 Don’t drag, roll, or push any heavy objects across the bed surface, such as
generators, light units, or tools boxes.
 Don’t walk on or drive over the Debris Deflector Shields as this will cause severe
damage.
6
CHAPTER 2: INSTALLATION AND REMOVAL
2-1
INSTALLATION
In order to ensure that the EMAS bed will not only perform as intended, but that it will
have a long life cycle, and will require a minimum amount of maintenance, it is essential
that the bed be installed strictly in accordance with the ENGINEERED ARRESTING
SYSTEMS
established guidelines and using the ENGINEERED ARRESTING
SYSTEMS developed procedures. These procedures are not required for purposes of
this manual; however, copies are available from ENGINEERED ARRESTING
SYSTEMS upon request.
2-2
REMOVAL & REPAIR
Removal of the damaged blocks and repair of the bed after an aircraft arrestment will
require support from ENGINEERED ARRESTING SYSTEMS. Contact ENGINEERED
ARRESTING SYSTEMS Technical Support, through the ENGINEERED ARRESTING
SYSTEMS Project Manager immediately for instructions on what actions to take to
minimize the damage and establish a repair plan for the bed.
See contact List section 1-5
7
CHAPTER 3: INSPECTION REQUIREMENTS
3-1
GENERAL INFORMATION
This chapter provides the inspection requirements of the EMAS system as tabulated
data. The inspection requirements are in lieu of an aircraft arrestment. When an
arrestment has occurred, follow the instructions in Chapter 2.
3-2
TRAINING
At a convenient time during the installation cycle or immediately following,
ENGINEERED ARRESTING SYSTEMS will conduct a training seminar for the Airport
personnel who will be responsible for inspection and maintenance of the EMAS bed.
This training will cover the procedures detailed in this manual to ensure that all
personnel have a similar understanding of what is required in the way of inspections,
how to classify defects, how to repair any problems identified, how to record and report
on the problems, and why these efforts are crucial to ensuring the long life of the bed.
3-3
WARRANTY
The EMAS Bed is provided with a 1-year warranty against defective parts and labor. A
copy of this warranty is included in the back of this manual. As part of this warranty,
ENGINEERED ARRESTING SYSTEMS will provide semiannual inspection visits by one
of our field service technicians during the warranty period in order to monitor the
condition of the bed and to assist the Airport personnel with inspection and maintenance
of the EMAS.
3-4
PERIODIC INSPECTIONS
3-4.1 EMAS Inspection (Drive-Around)
This inspection consists of SLOWLY driving or walking around the perimeter of the bed
while visually checking for the types of damage described in TABLE 3-1 below. This
inspection is best performed with two personnel in the vehicle and should take no more
than 5 to 10 minutes. It should, at a minimum, be conducted weekly during daylight
hours when visibility is good.
Debris Deflector Shields – Visually check for any damage such as dents or flattened
sections caused by vehicles or foot traffic. Look for loose or missing installation
hardware. If damage is evident, a closer inspection should be performed.
EMAS Bed - Visually check for any damage as described in TABLE 3-1 below. Check
for any debris lying on or around the bed. Check for any water lying on or around the
edge of the bed. If any of these conditions exist, a closer inspection should be
performed.
Reporting and Repairing – Complete a report, utilizing FORM 3-1, provided in this
manual, noting the location and type of damage or unacceptable condition that exists
and follow-up by scheduling a repair of the problem.
3-4.2 EMAS Inspection (Walk Through)
This inspection consists of slowly walking the entire bed surface while visually
examining the bed for damage as described in TABLE 3-1. This inspection is bestperformed utilizing two personnel and should take no more than two hours. It should, at
a minimum, be conducted monthly during daylight hours when visibility is good.
8
Debris Deflector Shields – Walk along the Debris Deflector and visually check for any
damage such as dents or flattened sections caused by vehicle or foot traffic. Look for
any missing or loose installation hardware. Check the spacing between the panels.
The gap should not exceed ¼” (6mm). Any larger gap should be covered by aluminum
flashing, which can be pop riveted in position. Check the paint finish on the shields for
excessive abrasion. A build up of sand or other debris in front of the Debris Deflector is
unacceptable and should be removed. Check that the caulking between the Debris
Deflector and the first row of blocks is in good condition with no holes or loose areas.
EMAS Bed – Starting at the front of the bed, staying on a single row of blocks, walk
across the bed visually checking each block for any damage as described in TABLE 3-1
below. After completing inspection of the first row, reverse direction and walk back
checking the second row of blocks. Continue this process until the entire bed has been
inspected. Use FORM 3-1, provided in this manual, to track the location and type of
damage to any particular block. While checking the bed, also look for any other type of
problem that may not be listed in the table, such as a block that appears soft on top,
stains on the surface, etc.
Reporting and Repairing – Complete a report, utilizing FORM 3-1 provided in this
manual, noting the location (block number) and type of damage or unacceptable
condition that exists and follow-up by scheduling a repair of the problem. If ANY
problem is identified which would require replacement of a top lid or an entire block, or
ANY problem that involves a significant area of the bed, contact ENGINEERED
ARRESTING SYSTEMS immediately for assistance is remedying the problem.
TABLE 3-1
Problem
Lifting or missing seam sealant.
Surface cracks or cuts less than 1/8” deep
Severe cracks or cuts (from more than 1/8” deep
to completely through the top cover)
Minor depressions, surface indentations where the
top cover has not been cracked or penetrated
Severe depressions
Holes
Top cover on the block is loose along the side or
the entire top cover is lifting.
Abrasion attack caused by sand or gravel blown
against the bed by wind or jet blast
Remedy
Trim away loose material. If required, clean area with a
mild solvent (such as) rubbing alcohol, to remove any
dirt. Allow area to dry thoroughly. Inspect and apply new
silicone adhesive as needed, then apply approved seam
sealant.
Clean area with solvent, dry and apply epoxy into and
along surface of crack. Flatten and smooth.
Depending on the severity of the damage this may be
repairable or the top cover may need replacement.
Refer to paragraph 4-3.2.
This problem does not require repair. If the surface is
cracked or cut, repair as described for that condition
Depending on severity of the damage this may be
repairable or the block may need replacement. Refer to
paragraph 4-3.2.
Depending on severity of the damage this may be
repairable or the block may need replacement. Refer to
paragraph 4-3.2.
Depending on the cause of the problem, the top cover or
the entire block will require replacement. Refer to
paragraph 4-3.4.
Depending on severity of the damage this may be
repairable, it may require replacement of the top cover,
or the block may need replacement. Refer to paragraph
9
Chemical attack: The polymer top cover and scrim
material will be attacked by concentrated (15%)
solutions of harsh chemicals. EMAS materials
have only “fair” resistance to solvents (like
benzene, toluene, carbon tetrachloride, etc.) or
weak acid solutions (like sulfuric, nitric, chloric,
flouric, etc.) or weak alkaline solutions (like sodium
hydroxide, ammonia, etc.).
If exposed to any
solutions of this type the surface must be washed
off immediately. The coating is resistant to water,
standard deicers, and jet fuel.
Crushed block
Damage to vertical side walls
Damage to Debris Deflector Shields
Clogged vents
Efflorescence stains along the outside perimeter of
the EMAS
If there are Light standards in the bed, check that
the base seal is still watertight and that it is
properly attached to the top cover surface
Check for any block that may have heaved
upward, settled lower, or otherwise moved in
position.
4-3.3.
Damage from these chemicals will include staining,
softening of the surface coating, dissolving of the surface
coating, and dissolving of the scrim material.
All
damage, except staining will result in loss of water
resistant properties of the top cover. Attempt to identify
the chemical involved in the spill.
Contact
ENGINEERED ARRESTING SYSTEMS if there is a
question regarding the reaction of the spilled chemical
with the top coating. The top cover or the block will
require replacement. Refer to paragraph 4-3.4.
This category is for damage more excessive than
“Holes” as described above.
This will require
replacement of the block. Refer to paragraph 4-3.5.
Refer to paragraph 4-3.6.
Refer to paragraph 4-3.7.
Remove debris from the vents by using a shop or a leaf
vacuum. Blowing the debris into the bed will lead to a
build-up which will prevent proper drainage of water from
under the bed.
This common issue that affects all cementious type
products especially along downgrades and vent
locations. If left untreated it will accumulate in thickness.
Occasional scrapping and power washing of the asphalt
/ concrete surface is necessary to combat this problem.
Carefully remove damaged sealant, then re-attach base
using ENGINEERED ARRESTING SYSTEMS approved
seam sealant.
If this condition is found, contact ENGINEERED
ARRESTING SYSTEMS immediately as this problem is
generally caused by movement of the underlying
pavement, and may be a first indication of a more severe
support surface problem.
10
FORM 3-1:
PREVENTATIVE MAINTENANCE INSPECTION REPORT
This inspection form is designed to notify, inform and document any deficiencies, damage or
repairs that are identified during the preventative maintenance inspection. This report is only a
description of the condition of an existing bed and does not imply an immediate procedure for
repair for any deficiencies found as a result of this inspection. All procedures for repairs must be
reviewed and accepted by the EMAS VP IMRO, or a designated representative.
LOCATION OF EMAS BED (AIRPORT)__________________________________
RUNWAY END DESIGNATION_________________________________________
DATE OF INSPECTION _______________________
AIRPORT REPRESENTATIVE_______________________________________
SIGNATURE
PROBLEM
LOCATION (column/row)
Lifting or Breached seam seal
Surface cracks (less than
6”/15cm in length and do not go
completely through the Top
Cover)
Severe cuts or cracks (more than
6”/15cm long and/or completely
through the Top Cover)
Minor
depressions,
surface
indentations where the Top
Cover has not been penetrated
Severe Depressions
Holes
Top Cover is loose
Abrasion attack caused by debris
blown against the bed.
Breach in seals around light
stanchions
Scrim is loose or torn (specify)
11
ACTION
PROBLEM
LOCATION (column/row)
Water laying on the bed (provide
reason, low spots, seam seal too
high, or other observation)
Chemical attack
Crushed block
Damage to Vertical Side wall
Or Side Coating is breached or
Peeling
Damage to Blast Deflector Shield
Other
Other
COMMENTS/OBSERVATIONS
12
ACTION
CHAPTER 4: REPAIR PROCEDURES
4-1
GENERAL INFORMATION
This chapter provides the approved methods to be used in repairing damaged EMAS
bed. Only ENGINEERED ARRESTING SYSTEMS approved materials and methods
should be used for repair. Use of other methods or materials may result in failures of
the repair causing more extensive damage to occur to the bed in the future. Use of
unapproved materials or methods can result in the warranty being voided.
4-2
REQUIRED MATERIALS AND TOOLS
4-2.1 ENGINEERED ARRESTING SYSTEMS Approved Materials
The following materials should be readily available for minor repairs of the EMAS bed:
 15” diameter (38cm) top cover repair patches (Obtain from ENGINEERED
ARRESTING SYSTEMS )
 Material (soft) patches to be used with epoxy (Obtain from ENGINEERED
ARRESTING SYSTEMS )
 Sheets of Foam backing material (Obtain from ENGINEERED ARRESTING
SYSTEMS )
 Seam Sealing Compound (adhesive) (Obtain from ENGINEERED ARRESTING
SYSTEMS )
 Seam Sealing Tape (Obtain from ENGINEERED ARRESTING SYSTEMS )
 Spray Foam Filler for patching voids in blocks (See Approved Materials List)
 Extra Scrim material (Obtain from ENGINEERED ARRESTING SYSTEMS )
 Debris Deflector Shield Anchors (Obtain from ENGINEERED ARRESTING
SYSTEMS )
4-2.2 Tools
The following Tools should be readily available for minor repairs of the EMAS bed:
 Razor type utility knives
 Roto-Zip or Worm Drive Saw for cutting holes etc.
 Hard edge scrapers
 Measuring tape
 Framing square
 Putty knives
 Shop or leaf vacuum
 Soft bristle broom
 Pressure Washer (maximum 500 psi. operating pressure)
 Generator and extension cords
 ENGINEERED ARRESTING SYSTEMS Approved High Performance adhesive
 ENGINEERED ARRESTING SYSTEMS Approved Seam Sealant
 Clean Rags
 Caulk Gun
 Scissors
 Masking Tape
13
4-3
CLEANING AND REPAIR PROCEDURES
4-3.1 Cleaning
Although the top surface of the EMAS blocks is virtually impervious to those chemicals
normally used for deicing, washing of the EMAS will reduce the amount of staining
which may occur with the use of these products. Unspent fuel, exhaust soot, sand and
other debris may accumulate on the EMAS surface, especially in and around the vents
and block joints. The accumulation of debris can interfere with identifying small problem
areas that may occur on the EMAS. To remedy this, ESCO recommends periodic
cleaning and/or washing of the EMAS bed. The type of effort and timeframe between is
contingent upon what type of dirt and debris you experience. For example, if the EMAS
has an accumulation of sand/dust, but no soot or other chemical build-up, the removal
efforts will differ from those where fuel and chemicals are routinely used.
The following procedure outlines the steps to be followed in cleaning/clearing
sand, dust and light debris from the surface of the EMAS bed:
a) Utilizing a gas-powered leaf blower, begin on the up-wind side of the EMAS bed.
Blow the debris from the top of the EMAS in the same direction as the wind is
blowing. Work from one corner to the other corner on that side of the bed
clearing the asphalt, steps and the first three (3) rows of EMAS beyond the steps.
Continue to move lengthwise on the EMAS while working across the bed from
one side to the other. Continue down the step blocks on that side and finish with
the asphalt.
b) Debris located at the front and rear of the EMAS should be removed in the same
manner; e.g., start at the up-wind corner, working from the top down, blow debris
away from the EMAS and onto the asphalt surface, and then away from the
EMAS bed.
The following procedure outlines the steps to be followed in washing the surface
of an EMAS bed:
a) Using a hand-pump sprayer, apply a liberal amount of water and
cleaner/degreaser (previously approved for use by the airport authority) to the
surface of the EMAS.
a) While still wet, scrub the surface of the EMAS with a medium-bristled broom,
pushing the excess onto the next block to be cleaned.
b) Before the EMAS surface dries completely, rinse with clean water. A pressure
washer, NTE 500psi, fire truck, water truck or hydrant hose may be used. Use
caution when utilizing high pressure, high volume water supplies as this may
damage the joint seal. Spraying the water in a high arc will lessen the potential
for damage. We recommend working from the centerline outwards towards the
sides. This allows the existing slope to help drain water from the bed. (If the
EMAS has a cross slope as opposed to a centerline crown, begin at the highest
point.)
c) Depending on the degree of build-up, the above steps may need to be repeated
until the desired cleanliness is achieved.
Depending the amount takeoffs and landings, and types of aircraft involved, the
EMAS bed may only require washing every three (3) years. If in doubt, contact
ESCO for guidance.
14
NOTE: Always use caution when dragging a hose across the EMAS as this may
damage the seam seal material.
4-3.2 Repairing Severe Depressions/Voids, Cracks or Holes
The purpose of this Procedure is to provide a method for the on-site repair of a
damaged top cover of an EMAS bed after installation, as needed.
RESTRICTIONS:
1) The overall size of the depression or hole cannot exceed a 15” diameter hard
patch. If the area is larger than this refer to paragraph 4-3.4 Replacing the Top
Cover.”
2) The edge of the patch must be at least 2” (50mm) from any edge of the 4’ x 4’ top
cover to be repaired. Only one patch is allowed per top cover. If the patch will
not meet this Restriction refer to paragraph 4-3.4
Replacing
the
Top
Cover”.
EMAS Block Plastic Top Cover Patch Repair Sequence
a) A repair will be necessary if there is an area on the top of the block where
the plastic top cover has damage such as a hole or crack. The first step in
the repair sequence is to mark a circle around the area to be repaired.
Measure the area and mark a circle around the center of the damage such
that there is 1 inch of undamaged top cover around the perimeter of the
damaged area. A Rotozip™ tool should be used to make sure the cut is
neat and that the foam pad under the top cover is not cut. This is
accomplished by setting the proper depth of the Rotozip cutter. Make the
hole such that the patch is round and not irregularly shaped or has sharp
corners. If you have any questions, please contact ENGINEERED
ARRESTING SYSTEMS for assistance.
b) If there is a depression/void in the block in the area to be repaired, put a
small hole in the center of the underlying foam pad in the area of the
depression. Insert the tip on the aerosol can of Spray Foam Filler and
inject only a sufficient amount of material to fill the void. Be careful not to
overfill, as this material will expand to 2 to 3 times its original volume.
c) Utilizing a patch supplied by ENGINEERED ARRESTING SYSTEMS,
ensure that the patch diameter is 1”/25.4mm larger than the diameter of the
hole. Dry fit the patch over the hole to ensure that the damaged area has
been properly covered. Draw a pencil line around the dry-fitted patch to
verify the area is completely covered, and to use as a reference line when
permanently installing the patch.
d) Cut a piece of scrim larger than the patch hole so that it will fit under the
original top cover of the block. Adhere the scrim to the underlying foam and
to the bottom of the top cover by gently prying up the cut edge of the top
cover and placing a bead of silicone along the bottom edge of the lid (this
can be accomplished with a 2” putty knife). Then push the scrim under the
lid so that an attachment is made between the top cover, the scrim, and the
foam.
e) Place a bead of silicone adhesive on the new scrim in the hole to be
repaired in a circle along the edge of the hole. Next, place a bead of
silicone adhesive on the surface of the top cover within 1”/25.4mm of the
cut edge all around the hole.
15
f) Take the patch and center it over the hole using the outline marks. Then
firmly press it into the silicone adhesive on the top cover.
g) Allow area to cure for 15 to 20 minutes without disturbing the area and
check the patch for proper alignment and adhesion.
h) Place a small bead of silicone adhesive around the outside edge of the
patch where the two surfaces intersect. This will complete the patching
sequence.
4-3.3 Repairing Abrasion Damage
This is defined as any area where the top cover shows abrasion damage; it should be
repaired as soon as possible. In some cases the corrective action will become a
replacement of the top cover or in severe cases, replacement of the entire block.
This type of damage is primarily the result of the following:
 Jet engine blasting of sand, dirt, or other debris against the bed surface.
 Contact between the snow blower and the bed surface.
 Erosion of the surface from rain and wind over an extended period of time.
 Mechanical abrasion of the surface by being scraped with maintenance
equipment.
This procedure defines the steps to be followed when repairing abrasion damage to the
Top Cover.
 For “minor damage” - Using soft material on cracks etc.
a) Clean area to be covered with a mild solvent such as rubbing alcohol.
b) Allow sufficient drying time
c) Small cracks and minor spider cracking can be repaired using an
ENGINEERED ARRESTING SYSTEMS approved silicone adhesive.
d) Smooth over to ensure a flat clean finish.
 For “more serious damage” Using hard material at voids, holes etc.
a) Clean area to be covered with a mild solvent such as rubbing alcohol.
b) Allow sufficient drying time
c) Follow repair procedures in 4-3.2
Repairing
Severe
Depressions/Voids, Cracks or Holes steps a thru h.
4-3.4 Replacing the Top Cover
Contact ENGINEERED ARRESTING SYSTEMS for directions and assistance for
replacement tops.
4-3.5 Replacing A Damaged Block
If the damage to a block is severe enough to require replacement, contact
ENGINEERED ARRESTING SYSTEMS so that we can assist with planning a repair
effort and provide guidance on remedial actions to prevent further damage to the bed
until the block can be replaced.
16
This procedure defines the steps to be followed when replacing a damaged block:
a) Replacement of a damaged block requires a special order from ENGINEERED
ARRESTING SYSTEMS. Identify the exact block(s) to be replaced by row and
column number.
b) Remove seam sealant from all four sides of the block to be replaced. It will be
necessary to cut through the seam sealant tape at the block joint and around the
damage block perimeter).
c) Start by CAREFULLY cutting through the scrim material, around the edges of the
damaged block. Be sure to favor the side of the seam toward the damaged block
so that you do not cut the scrim on the adjacent block.
d) Remove the entire 4’ x 4’ top cover.
e) Remove the underlying 4’ x 4’ foam cushion.
CAUTION:
The next step involves removing the block material.
Be careful not to damage adjacent blocks.
f) Being careful not to damage the surrounding scrim and blocks, shovel out and
dispose of the damaged block material by placing in trash bags.
g) Being careful not to cut the scrim on the adjacent blocks cut the remaining scrim
material away from the bottom cover.
h) Remove the bottom cover. It is securely anchored to the underlying surface and
substantial effort will be required to break apart the board and remove it and the
underlying asphalt bonding material.
i) After the board is removed, scrape the underlying surface smooth.
j) Clean out the cavity so that it is free of all remaining debris.
k) Determine which side of the replacement block is the front surface that must be
installed facing the runway.
l) Measure the height of each corner of the block and the corresponding depth of
the opening (from the top surface of the adjacent top cover down to the
underlying surface) to insure that when the block is placed in the opening the
difference in height between the new block and the surrounding blocks will not
differ by more than ½” at any location.
Also measure the length and width of
the block in comparison to the opening size to insure the block will fit into the
opening without binding. If the block does not meet this criterion, another
replacement block should be used.
m) Layout 2 or 4 polyester straps (dependent on block height) in a pattern as shown
in Figure #1 at the nearest point to the edge of the bed from block replacement
location.
n) Set the replacement block down so that it is centered on the strap pattern.
o) Using four (4) or eight (8) people as required, two on each side of the block, lift
the block by the straps and carry it to the edge of the opening.
p) With a block of the correct height, and oriented properly with the front facing the
runway, have the eight people lift the block.
q) Have another person pour approximately 2 to 3 quarts of cold applied asphalt
sealer onto the surface in the bottom of the opening.
r) Lower the block (coffin style) into the opening centering the block as much as
possible. Once the block is in position, have one person walk on top of the block
to insure that it is firmly seated and to spread the asphalt sealer.
17
s) Cut off the ends of the straps near the surface of the block and tuck the ends
down in the joint between the blocks. DO NOT attempt to pull out the straps as
this could damage the scrim wrapping on the block.
t) For block joints greater than ¾” Foam Backer Rod is required. Cut 4-foot lengths
of the appropriate diameter Foam Backer Rod and push the pieces down into the
joints until they are at least flush with but not lower than 1/8” below the top of the
adjacent blocks
NOTE:
The backer rod diameter selected should be
sufficiently large in diameter that it fits snugly
into the joint. The rod should be compressed
a minimum of 25% and not more than 50%
of its original diameter.
u) Apply a ¼” bead to both sides and ends (where tape laps over existing seam
sealant) of each joint with ENGINEERED ARRESTING SYSTEMS approved
adhesive. The beads on the sides of the joints should be not less than 2” apart
or more than 2.5” apart. A minimum 2” overlap is required where new tape
meets existing tape.
v) Using a common paint roller, gently press/roll the new tape into the adhesive to
ensure 100% contact and adhesion.
4-3.6 Repairing Vertical Side Wall
This repair procedure is restricted to damage caused to a vertical side or back wall of
the EMAS bed that does not exceed an area greater than one (1) square foot. If the
damage has occurred to a larger area, contact ENGINEERED ARRESTING SYSTEMS
so that repair method suitable for larger areas can be arranged.
a) Cut away any flap of scrim that is loose.
b) If an underlying hole exists, fill the void with an ENGINEERED ARRESTING
SYSTEMS approved Spray Foam Filler (Great Stuff™) for patching voids in
blocks.
c) Properly prepare the surface by wiping the area surrounding the damage for at
least 6 inches with a mild solvent.
d) Cut a piece of the side coating four inches longer than the area to be covered so
that both ends can be overlapped.
e) On one side, place a bead of adhesive around the perimeter of the side coating
patch
f) Place side coating over repair area and apply pressure allowing adhesive to seep
out past the end of the material. Pull excess material back over the top of the
side coating.
4-3.7 Replacing Debris Deflector Shield
Damage to the Debris Deflector Shield is almost always a result of being crushed, either
by vehicles or by foot traffic. The Shield deflects airflow and blows objects up and away
from the front of the bed.
The Debris Deflector Shield is installed in 8-foot long sections. Each section consists of
two pieces. Whenever possible replace only the front piece of the Debris Deflector as
18
this will prevent having to break the water tight seal between the rear piece of the
Debris Deflector and the first row of blocks.
This procedure defines the steps to be followed when replacing Debris Deflector
sections:
a) Unbolt front panel (leading edge) anchor bolts from mounting beam.
b) If required, clear caulk away from back edge of front panel and unscrew bolts
connecting front and rear panels. Remove and discard front panel.
c) If rear panel is to be replaced, CAREFULLY cut away caulk between rear panel
and first row of blocks. Always favor the panel side of seam to avoid cutting
scrim wrap on blocks.
WARNING:
If the scrim on the first row of blocks is cut, it will
Be necessary to replace that block. BE CAREFUL!
a) Unbolt the rear panel from the concrete mounting beam and CAREFULLY pull
the panel away from the first row of blocks, checking that the scrim on the blocks
is not being pulled. Rapid removal can tear the scrim. Discard the rear panel.
b) If any of the anchors in the concrete beam are broken or damaged so that they
cannot be reused, new holes will have to be drilled in the beam and
corresponding holes drilled in the panels. Use only approved concrete anchors
for this purpose.
c) Position a new rear panel and bolt in place.
d) Position a new front panel. Install attaching screws between front and rear
panels as well as front anchor bolts by hand. Wait until all of the bolts and
screws are all installed then tighten.
e) Re-seal the joint between the rear panel and the first row of blocks using the
ENGINEERED ARRESTING SYSTEMS approved seam sealant. Sufficient
seam sealant should be applied to ensure a watertight seal and the finished
surface of the seal should be high enough to prevent water from collecting in the
joint. Fill the old holes in the debris deflector with seam sealant.
19
CHAPTER 5: SNOW REMOVAL
5-1
GENERAL INFORMATION
The decision to remove snow from the EMAS bed shall be made by the appropriate
Airport officials. In general, the same FAA rules apply to the EMAS bed as to the rest of
the Runway Safety Area. In addition, the effect of snow build-up on the landing light
system must be considered. To prevent the build-up of excessive snow and ice,
ZodiacAerospace recommends that snow not be allowed to accumulate in excess of
two feet of depth. If navigational aids (typically, approach lights or localizers) are
impacted at lower snow depths, snow removal operations atop the EMAS should be
commenced as the snow depth exceeds six inches and approaches that NAVAids
critical depth. If an excessive layer of ice (1 or 2 inches thick) builds up on the bed
surface, deicers should be utilized to correct the situation.
NOTE: Please reference your airport’s Snow and Ice Control Plan for areas adjacent to
the EMAS.
5-2
USE OF DEICERS
The following types of deicing agents are compatible with use on the EMAS bed:
 100% propylene glycol
 100% potassium acetate
 % Mixes of propylene glycol and potassium acetate
 100% pelletized sodium acetate
NOTE: It is the airport’s responsibility to follow all Federal, State and local regulations
regarding ground and/or surface water contamination.
If an excessive layer of ice (1 or 2 inches thick) builds up on the bed surface, deicers
should be utilized to correct the situation. The bed is not compatible with any type of
scraping or other mechanical method of eliminating the ice. All of these deicers may
leave a light stain on the surface of the bed. There may also be white colored crystals
present after the surface of the bed is dried. Normally the first heavy rain will wash
away all traces with the exception of some discoloration of the surface.
5-3
SNOW BLOWING EQUIPMENT
Use of snow plowing equipment is not compatible with the EMAS bed as this equipment
will damage the bed surface. Snow should be removed using snow blowing equipment.
It is critical to protecting the bed surface that no metal or other hard surfaces come in
contact with the bed. DO NOT DRIVE THE UNIT ON THE EMAS WHEN THERE IS
NO SNOW ON THE BED.
It is standard practice for ESCO to incorporate an access ramp for snow blowing
equipment into the EMAS bed design if the Airport officials have determined that snow
removal operations will be required. Driving any type of vehicle over the Debris
Deflector Shield or the side ramps of the bed will cause significant damage to these
areas. It is recommended that the top edge of the EMAS above the steps be marked by
placing traffic cones along the edge. The same should be done to the areas adjacent to
the Debris Deflector.
20
It is recommended that the snow blowing equipment be equipped with positive
mechanical stops to prevent the snow blower unit from being lowered to the point it
would contact the bed surface. The clearance should be set at approximately 6”
(15.25cm). Do not attempt to remove the snow down to the surface of the EMAS. This
may severely damage the EMAS. Based upon recent internal Research & Development
tests, airports that operate EMAS snow removal equipment should strongly consider
implementing the following steps:
1. Take steps to confirm that the weight of the fully-loaded piece of equipment
(operator included) divided by the area of the tracks does not exceed the
recommended target of 3.2 pounds per square inch.
2. If possible, alter the "carry height of the snow blower" from 3 inches up to 6
inches maximum (lower if the equipment ground clearance is lower).
3. Take steps to make sure that the snow blower does not travel atop the EMAS
bed at over 3 mph.
4. Re-evaluate the snow blowing patterns in current operations to see if travel
atop the EMAS bed can be further minimize
The snow blowing equipment selected should be equipped with rubber tracks, not tires,
and should limit the ground pressure to approximately 3.0 psi. A separate document
contains specifications for an approved snow blower unit.
When removing snow the unit should be driven at a SLOW, uniform speed. Tight turns
or hard pivoting of the vehicle MUST be avoided. Also, the treads/tracks of the snow
blower unit must remain parallel to the EMAS surface. Backing up or driving forward
over a snow drift changes the attitude of the blower and may cause it to impact the
EMAS surface. If you must reverse up or drive forward over an uneven surface, it is
recommended that the blower attachment be raised to avoid impacting the EMAS.
CAUTION:
Although this type of equipment is compatible with the EMAS bed and can be used
without damaging the surface, successful snow removal is still the responsibility of the
operator. Failure to exercise care will result in damage occurring.
Successful results have been obtained with the following equipment:
Model HD4520 Posi-Track All-Purpose Crawler with the optional dual stage 73”
snowblower.
Tractor manufactured by:
Snow Blower Manufactured by:
ASV Inc. a Caterpillar Affiliate
840 Lily Lane, Grand Rapids, Michigan
Phone: 800-346-5954
www.posi-track.com
Erskine Manufacturing Company
121 Bradley Blvd., Erskine, Minnesota
Phone: 218-687-4045
For additional information refer to the enclosed literature.
ENGINEERED ARRESTING SYSTEMS Technical Support is available to assist with
evaluating alternate snow blowing equipment if requested to do so by the Airport.
21
5-4
SNOW BLOWING PROCEDURE
It is recommended to blow the snow off to one or both sides of the runway. Do not blow
the snow from the bed onto the runway surface unless there is equipment standing by
which can then immediately move the snow off to the side of the runway. Do not blow
the snow onto or toward the Localizer system as the blowing snow may knock the
Localizer out of alignment or, at a minimum, bury the Localizer and interfere with
transmission.
CAUTION:
There are steps built into each side and the back of the bed
and a Debris Deflector along the front. These areas cannot
support the Snow Blower operation. Be aware of this
situation and leave sufficient clearance between the blower
and these obstacles to avoid damaging the bed or tipping
the snow blower. It is recommended that the top edge of the
EMAS above the steps be marked by placing traffic cones
along the edge.
5-4.1 Snow Blowing With Prevailing Wind Condition
Start along the upwind edge of the bed and blow the snow in the downwind direction for
the first pass. Reverse direction of travel but continue to blow the snow in the
downwind direction. Continue this back and forth travel until all the snow is blown off
the downwind edge of the bed.
5-4.2 Snow Blowing In A No-Wind Condition
Make an initial pass along the right side of the longitudinal centerline of the bed while
blowing the snow outward toward the right side of the bed. After reversing direction of
travel, make the second pass along the left side of the longitudinal centerline while
blowing the snow outward toward the left side of the bed. Reverse direction again and
make the third pass on the right side of the bed while blowing the snow outward.
Continue this process of blowing the snow on the right and then the left, gradually
widening the cleared area in the center of the bed, until the entire main surface of the
bed is cleared. REMEMBER TO AVOID THE STEPS ALONG THE SIDES AND BACK
OF THE BED! Again, it is recommended that the top edge of the EMAS above the
steps be marked by placing traffic cones along the edge.
22
ATTACHMENTS
ENGINEERED ARRESTING SYSTEMS CORPORATION (ENGINEERED
ARRESTING SYSTEMS)
Engineered Material Arresting System LIMITED Warranty
ENGINEERED ARRESTING SYSTEMS CORPORATION (“ENGINEERED ARRESTING
SYSTEMS ”) warrants to the original purchaser (the “Owner”) of the ENGINEERED
ARRESTING SYSTEMS Engineered Material Arresting System (“EMAS”) that, for a period of
one year from the earlier of the date of acceptance (Month day, year), as evidenced by a final
acceptance document signed by the Owner or 30 days from date ENGINEERED ARRESTING
SYSTEMS notifies Owner that the EMAS is ready for acceptance, and subject to the limitations
stated herein, the EMAS arrestor bed (excludes base surface preparation) conforms to the
product specifications contained in the documents listed under section entitled Applicable
Documents. This Warranty is expressly conditioned on the Owner’s satisfying all of the
following requirements:
1. MAINTENANCE: ENGINEERED ARRESTING SYSTEMS requires that the Owner
initiate and follow a preventative maintenance program in accordance with the
ENGINEERED ARRESTING SYSTEMS Inspection, Maintenance and Repair Manual
listed under the clause “Applicable Documents”.
2. RIGHT OF INSPECTION: The Owner shall provide ENGINEERED ARRESTING
SYSTEMS with reasonable access to the EMAS after its installation for the purpose of
conducting semiannual inspections. Reasonable access shall include, without limitation,
access during daylight hours to permit careful visual assessment of the condition of the
EMAS and access to all records of maintenance carried out by the Owner.
3. INSTALLATION: The EMAS must be installed by an ENGINEERED ARRESTING
SYSTEMS -authorized EMAS contractor in strict compliance with ENGINEERED
ARRESTING SYSTEMS’s specifications, and project drawings and submittals approved
by ENGINEERED ARRESTING SYSTEMS. There must be no deviations from
ENGINEERED ARRESTING SYSTEMS’s specifications or the approved project
drawings and submittals, without the prior written approval of ENGINEERED
ARRESTING SYSTEMS. During the entire installation process and upon completion of
the installation, the work must be inspected and approved by a technical representative of
ENGINEERED ARRESTING SYSTEMS as conforming to ENGINEERED
ARRESTING SYSTEMS’s specifications and approved project drawings and submittals.
4. NOTIFICATION: If the Owner believes that it has a claim arising from the failure of
the EMAS to conform with this Warranty, the Owner must notify ENGINEERED
ARRESTING SYSTEMS of the claim, within ten (10) days after discovering the
conditions giving rise to the claim, and in any case before the Warranty period has
expired. All such notices shall be given by certified mail addressed to Director of Quality
Assurance, Attention: Warranty Claim Engineered Arresting Systems Corporation, 2550
Market Street, Aston, PA 19014-3426, USA.
Failure to adhere to any of the conditions stated above shall void this Warranty.
23
WARRANTY REMEDY
If the Warranty set forth above is breached, ENGINEERED ARRESTING SYSTEMS will, at its
sole option, either (1) correct the non-conformity at its own cost within a reasonable time after
receiving notice of the breach, or (2) replace the non-conforming portion of the EMAS at its own
cost within a reasonable time after receiving notice of the breach. The Owner shall give
ENGINEERED ARRESTING SYSTEMS reasonable access to the EMAS that allows
ENGINEERED ARRESTING SYSTEMS to perform its warranty obligations on its most costeffective basis possible.
EXCLUSIONS
ENGINEERED ARRESTING SYSTEMS shall not be liable for any damage to the EMAS or
other property attributable to any of the following (or any combination thereof):
1.
2.
3.
4.
Standing water in and around the EMAS bed,
Vehicular traffic,
Aircraft traffic in contact with the EMAS bed,
Acts of nature, including, but not limited to, lightning, flood, winds in excess of 100 mph,
earthquake, hurricane, tornado, hail storm, or impact of objects or other violent storm or
casualty,
5. Repairs or alterations of the EMAS, unless performed by personnel trained and qualified
by ENGINEERED ARRESTING SYSTEMS
and in a manner meeting the
ENGINEERED ARRESTING SYSTEMS specifications and procedures listed under the
clause “Applicable Documents”,
6. Excessive build up of debris in and around the EMAS bed,
7. Impact or contact with other objects, spilled liquids or immersion in liquids (including
fuel dropped from over-flying aircraft),
8. Use of the EMAS for purposes other than those for which it is customarily used,
9. Improper maintenance, abuse or other neglect,
10. Exposure to chemicals other than deicers and aircraft engine exhaust,
11. Jet Blast in excess of 100 mph, and
12. Damage or defect due to faulty or improper workmanship, including installation of the
product that is not in accordance with ENGINEERED ARRESTING SYSTEMS’s
published specifications and installation recommendations in effect at the time of
installation.
13. Damage to the EMAS arrestor bed related to or caused by the base surface not being
constructed per the drawings and specifications.
ENGINEERED ARRESTING
SYSTEMS must check and accept the base surface prior to the start of EMAS arrestor
bed installation.
14. Any subsequent failure of the base surface whether or not originally constructed per the
drawings and specifications.
APPLICABLE DOCUMENTS
Project Installation Drawing
EMAS Quality Control plan for EMAS installation at Memphis International Airport with
associated Quality Control Instructions.
IMR- MEM 18 DE Inspection, Maintenance and Repair Manual
24
COUNTY A
I
HI S - S HE L
MP
IT Y
ME
.
VEHICULAR TRAFFIC
SIGNAGE LEGEND:
INDICATES A STOP
SIGN WITH AN
ACCOMPANYING
CLEARANCE SIGN
DEPICTED AS
FOLLOWS.
FOR CLARITY, THE
YIELD TO AIRCRAFT
SIGN IS DEPICTED
WITHOUT TEXT
Appendix #3
Signange and
Marking Plan
(North)
.
9/16/14
1"=300'
1 of 2
R T AUTHO
R
Y
O
RP
B
COUNTY A
I
HI S - S HE L
MP
IT Y
ME
.
VEHICULAR TRAFFIC
SIGNAGE LEGEND:
INDICATES A STOP
SIGN WITH AN
ACCOMPANYING
CLEARANCE SIGN
DEPICTED AS
FOLLOWS.
FOR CLARITY, THE
YIELD TO AIRCRAFT
SIGN IS DEPICTED
WITHOUT TEXT
Appendix #3
Signage and
Marking Plan
(South)
.
9/16/14
1"=300'
2 of 2
R T AUTHO
R
Y
O
RP
B
AIRPORT CERTIFICATION MANUAL
MEMPHIS INTERNATIONAL AIRPORT
APPENDIX #5
AIRCRAFT RESCUE AND FIREFIGHTING EQUIPMENT
Personnel
Vehicle
#
A-1
A-2
A-3
A-4
A-5
A-6
FedEx
A-30
FedEx
A-35
Type
Vehicle
Year/Make
Condition
of vehicle
per shift
(min/aux)
A
g
e
n
t
Water
(Gal)
Foam
(Gal)
AFFF
(Gal)
Dry
Chemical
(pounds)
Halon/
Halotron
300
480
17 lb Halon
480
Chief's vehicle
Rapid
response
Foam pumper
With Rhino
2005 Danko
Ford F-550
Good
2/0
A
2001 Oshkosh
T-1 3000
Good
3/0
A
B
3000
1200 gpm
420
Foam pumper
with Snozzle
2012 Oshkosh
Striker Snozzle
Excellent
3/0
A
3000
420
B
1200 gpm
1997 Ford
F-350
Good
2000 Oshkosh
T-1 3000
Good
1984 Oshkosh
P-19
Good
2/0
2005 Ford
F-550
Good
2/0
1999 Oshkosh
T-1500
Good
2/0
Rapid
Response
(Reserve)
Foam pumper
with Snozzle
(Reserve)
Foam pumper
(Reserve)
Rapid
Intervention
(Mutual Aid)
Foam pumper
(Mutual Aid)
(Reserve)
2/0
480 lbs PKP
480 lb
Halotron
350
3/0
Foam pumper
(Mutual Aid)
2012 Oshkosh
Striker 3000
Excellent
TNANG
A-24
Foam pumper
(Mutual Aid)
2006 Oshkosh
P-19 Striker
Good
2/0
TNANG
A-25
Foam Pumper
(Mutual Aid)
1995 Teledyne
P-23
Good
2/0
TNANG
A-26
Foam Pumper
(Mutual Aid)
1994 Teledyne
P-23
Good
2/0
TNANG
A-28
Water Tanker
(Mutual Aid)
2012 MKE
Excellent
2/0
3/0
A
3000
500 lbs
Halon
B
A
B
1200 gpm
1000
700 gpm
No Radios
150
500
500 lbs PKP
B
A
1500
B
1800 gpm
A
3000
B
1800 gpm
A
1500
B
1200 gpm
A
3300
B
1500 gpm
A
3300
B
1500 gpm
A
4000
Tower
MFD Net
130
A
Tower
MFD Net
Tower
MFD Net
Tower
MFD Net
500 lbs
Halon
420
Radio
Equipment
Tower
MFD Net
B
FedEx
A-36
FD: Memphis Fire Department
TNANG: Tennessee Air National Guard
A
Remarks
210
500 lbs
Halotron
420
500 lbs
Halotron
180
500
500
500
500
A = Quantities (water in gallons; dry chemical in pounds; pre-mix in gallons)
B = Pump rates for water
500 lbs PKP
500 lbs PKP
Water Tanker
Only
Tower
FedEx
MFD Net
Tower
FedEx
MFD Net
Tower
FedEx
MFD Net
Tower
TNANG
MFD Net
Tower
TNANG
MFD Net
Tower
TNANG
MFD Net
No Radios
APPENDIX #6
APPENDIX #6
APPENDIX #6
APPENDIX #6
APPENDIX #6
APPENDIX #6
APPENDIX #6
APPENDIX #6
APPENDIX #7
MEMPHIS INTERNATIONAL AIRPORT
FIRE SAFETY INSPECTION
Mobile Fuelers
Fuel Handler:_________________________ Phone:___________ Date:____________Shift:_______
Address:________________________________________ Contact:___________________________
Type Inspection: Quarterly:______ Follow-up:______Special:______Inspecter:___________________
Truck Number
Fuel Type
No Smoking signs
Flamable signs - placards
Fire extinguishers (Two 20-BC) *
Emergency fuel cutoffs - marked
Bonding/Grounding cables *
Condition of hoses
*
Deadman controls
*
Piping protected
Gasketed dome covers
Fuel leaks
*
Vehicle exhaust system
Ignition sources
*
Evidence of smoking
Fuel vehicle parking
Integral Parking Brake
*
Other
S = Satisfactory
U = Unsatisfactory
R = Remark *=If Unsatisfatory Place OOS
Remarks:
Fuel Safety Inspection complies with FAR 139.321 (d) for MEM ACM.
Return to Operations Duty Manager for Filing.
April/13
APPENDIX #8
MEMPHIS INTERNATIONAL AIRPORT
FIRE SAFETY INSPECTION
Fuel Storage Areas & Loading Stations
Fuel Handler:_________________________ Phone:___________ Date:___________Shift:_______
Address:________________________________________ Contact:___________________________
Type Inspection: Quarterly:______ Follow-up:______Special:______Inspecter:___________________
Fuel Type
No Smoking signs
Flamable signs - placards
Fire extinguishers (Two 20-BC) *
Emergency fuel cutoffs - marked
Bonding/Grounding cables *
Condition of hoses
*
Deadman controls
*
Piping protected
Fuel leaks
*
Fencing - Locks
Ignition sources
*
Evidence of smoking
Fuel vehicle parking
Grounding Rods Available
Fueling Procedures Observed
Other
S = Satisfactory
U = Unsatisfactory
R = Remark *=If Unsatisfatory Place OOS
Remarks:
Fuel Safety Inspection complies with FAR 139.321 (d) for MEM ACM.
Return to Operations Duty Manager for Filing.
April/13
APPENDIX #9
MEMPHIS INTERNATIONAL AIRPORT
FIRE SAFETY INSPECTION
Fuel Carts
Fuel Handler:_________________________ Phone:___________ Date:___________Shift:________
Address:________________________________________ Contact:___________________________
Type Inspection: Quarterly:______ Follow-up:______Special:______Inspecter:___________________
Cart Number
Cart Location
No Smoking signs
Combustable Jet-A Signs
Fire extinguishers (One 20-BC) *
Emergency fuel cutoffs - marked
Bonding/Grounding cables *
Condition of hoses
*
Deadman controls
*
Fuel leaks
*
Evidence of smoking
Cart Parking Location
Fueling Nozzel Lock
Hydrant Nozzle Lock
Tow Bar Lock
Integral Parking Brake
*
Tires
Free of Grease, Oil, Ect
Millispore Cap
Other
S = Satisfactory
U = Unsatisfactory
R = Remark *=If Unsatisfatory Place OOS
Remarks:
Fuel Safety Inspection complies with FAR 139.321 (d) for MEM ACM.
Return to Operations Duty Manager for Filing.
April/13
AIRPORT DATA TABLE
FACILITIES TABLE
FACILITY
AVIS CAR RENTAL
HERTZ CAR RENTAL
DOLLAR AND THRIFTY CAR RENTAL
BUDGET CAR RENTAL
FEDEX / WESPAC FUEL FARM
ALAMO AND NATIONAL CAR RENTAL
FEDEX CORPORATE HANGARS
FEDEX WAREHOUSES
FEDEX MAINTENANCE FACILITY
FEDEX HANGAR
FEDEX ADMINISTRATION BUILDING
FEDEX HANGAR
FEDEX GENERATOR BUILDING
FEDEX CRASH, RESCUE, AND FIREFIGHTING FACILITY
DESCRIPTION
RUNWAY DATA
EXISTING
AIRPORT ELEVATION (MSL)
RUNWAY 18R-36L
KNIGHT ARNOLD RD.
AD
DEMOCRAT RO
AIRPORT REFERENCE CODE
X
X
26
X
25
A
OM
CL
X
TC
X
X
X
X
X
X
X
30
X
X
X
X
GERMANTOWN
RAMP
X
X
TAXILANE 100
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
73
X
ENCE DR.
X
X
X
X
X
FUEL
TANK
JET BLAST FENCE
X
X
X
V1
EAST RAMP
X
X
X
V2
SCREEN WALL
X
WINCHESTER
RAMP
X
X
X
INDEPEND
31
GROUP ASOS
X
X
TOUCHDOWN SENSOR
23
X
22
X
X
X
X
X
X
X
X
X
X
X
32
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
A1
X
X
X
TAXIWAY V
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
21
75'
X
X
X
768'
420'
X
X
X
X
33
X
DEMOCRAT RO
AD
X
X
X
X
DEICING
PAD
19
X
420'
X
X
X
X
X
X
X
X
X
X
TAXIWAY V
X
X
X
X
X
X
X
X
REPUBLICAN ROAD
X
75'
NORTH AIRFIE
X
X
X
X
X
X
X
X
LD ACCESS RO
TAXIWAY A
X
X
PAPI
X
SOUTHEAST
RAMP
X
X
34
X
X
X
X
15
NORTH EAST
RAMP
X
X
RVR
X
20
X
AD
X
X
18
X
X
X
X
FEDEX
MAINTENANCE 35
APRON
A2
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
100'
R
X
Q
S4
X
X
X
X
X
PERIMETER ACCESS
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
1,0
X
00
52
JET BLAST FENCE
X
RT/RCO
E
164'
GBAS
RSMU 1
VORTAC
GBAS
SHELTER
X
75'
PERMETER ACCESS ROAD
M5
100'
LOCALIZER
M3
X
M
X
M
TAXIWAY M
4
GBAS
RSMU 4
X
M4
75'
M1
M2
TAXIWAY M
X
N
TAXIWAY N
M3
M2
M1
.
X
X
VD
BL
AN
C
X
DE-ICING PAD
X
M6
509'
'C
LE
AR
X
X
400'
X
M7
X
X
X
X
X
X
TOUCHDOWN SENSOR
X
X
71
X
X
X
GROUP ASOS
ALSF
RVR
X
SUBSTATION
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
AIRWAYS BLVD.
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
NAH
CON
NON
AIRWAYS BLVD.
K
WINCHESTER
E
CRE
ROAD
RAINES ROAD
AIRWAYS BLVD.
PERIMETER ACCESS ROAD
MAINTENANCE
STORAGE
59
X
ASDE
REMOTE
UNIT 11
58
X
X
X
X
FIRE STATION
NO. 40
57
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
AIRWAYS BLVD.
AIRWAYS BLVD.
JAMIE DRIVE
X
SHELBY DRIVE
X
X
X
X
X
X
X
SUSSEX AVE.
X
INNER MARKER
GOODHAVEN DRIVE
X
X
X
X
GROVEHAVEN DRIVE
X
X
X
X
RVR
FINLEY ROAD
X
X
X
X
AIRWAYS BLVD.
PERIMETER ACCESS ROAD
NELLIE AVENUE
X
X
X
RVR
ASDE
REMOTE
UNIT 12
PAPI
X
X
H
GE
675'
X
X
X
MALSR
48
X
X
X
M8
X
X
X
X
258'
75'
X
X
49
TAXIWAY M
TAXIWAY M
MALSR
X
LOCALIZER
ASR-9
X
X
TAXIWAY N
P
TAXIWAY M
TAXIWAY M
RR/RCO
TAXIWAY N
T
X
X
Mc
675'
750'
X
X
LOUIS CARRUTHERS DRIVE
TAXIWAY N
675'
X
X
JIM
CL 1,50
0
EA
RA '
NC
E
X
88'
100'
X
105'
EB
GE
X
M6
M7
M
JIM
X
300'
D.
X
X
HE
TAXIWAY N
X
X
X
LV
X
Mc
X
75'
359'
X
X
X
X
X
X
.
EE
DE-ICING PAD
X
25.5 kts
+
20.5 kts
0.1
15.5 kts
0.1
0.1
0.6
1.1
0.2
0.3
10.5 kts
1.7
0.1
2.3 3.3 4.1
2.0 4.5 kts 6.4
1.5
5.3
1.4
0.8
1.0
0.2
3.3
23.7
0.5
0.1
0.3
1.2
1.1
0.9
4.9 5.4 5.2
0.7
2.3
0.1
THRESHOLD DATA TABLE
0.3
RW
LATITUDE
LONGITUDE
ELEV.
TDZ. ELEV.
2.0
0.3
0.6
+
0.1
0.6
0.4
253.19
251.5
27
291.93
292.0
18L
277.61
301.0
36R
334.91
331.1
18C
270.73
277.6
36C
340.91
336.4
18R
288.40
288.7
36L
320.76
313.0
HORIZONTAL DATUM FOR THRESHOLD DATA - NAD 1983
VERTICAL DATUM FOR THRESHOLD DATA - NAVD 1988
2.3
22
0.1
2.5
0.2
+
0.3
0.6
+
2.0
0.5
+
0.4
1.0
0.1
+
0.2
+
0.1
0.1
0.4
0.3
2.8
6.9 6.2 4.8
1.2
0.1
2.0
4.1
1.5
+
+
0.1
1.1
2.4 4.0 4.6
0.6
4.5 kts 4.4
3.0
1.6
0.1
09
2.2
1.8
2.4
0.1
0.6
1.0
1.0
0.1
0.3
1.3
1.6
10.5 kts
2.4
3.5
3.8
2.5
0.9
+
+
0.2
15.5 kts
0.2
+
0.1
1.5
0.6
0.1
+
20.5 kts
+
+
0.1
+
+
+
+
+
R T AUTHO
30.5 kts
30.5 kts
25.5 kts
COUNTY A
I
O
RP
B
Y
HI S - S HE L
P
M
X
X
X
X
X
376'
X
X
X
X
50
340'
75'
X
X
X
X
X
X
BL
VD
ROAD
X
75'
675'
450'
X
TAXIWAY P
TAXIWAY T
TAXIWAY A
V3
300'
WINCHESTER RD
TAXIWAY V
100'
75'
X
X
X
P
CONCOURSE A
M8
LOCALIZER
X
SHELBY DRIVE
S6
YV
IWA
X
X
X
X
X
X
X
X
X
DEMOCRAT ROAD
527'
X
TAXIWAY A
X
X
TAX
X
X
DEMOCRAT ROAD
X
RENTAL ROAD
X
X
X
X
X
56
X
X
X
AY
M9
X
X
X
X
X
X
.
S
X
X
X
X
X
X
VD
AY
XIW
X
47
51
X
TAXIWAY N
TA
M9
X
BL
X
PERMETER ACCESS ROAD
TAXIWAY N
X
GH
AI
RW
X
T
X
X
ASDE
REMOTE
UNIT 09
53
54
P2
62
X
X
X
X
X
X
X
X
X
X
CREEK
927'
60
WEST
PARKING
LOT
X
X
X
75
X
X
X
TAXIWAY N
X
X
X
CONCOURSE B
X
X
X
X
X
X
675'
63
X
X
X
X
64
CENTER
PARKING
LOT
X
ASOS
PL
OU
55
X
X
X
ASDE
REMOTE
UNIT 01
X
N
P1
X
X
AIRPORT
BEACON
40
70
X
X
X
65
LAHSO
TAXIWAY N
X
X
X
X
P1
P2
TAXIWAY N
X
X
X
X
.
X
61
X
RVR
PERMETER ACCESS ROAD
X
TAXILANE 700
P
X
X
X
X
T
X
LOW POINT
250.9
600'
WEST RAMP
LOCALIZER
TAXIWAY J
PERMETER ACCESS ROAD
X
X
X
X
X
X
TAXILANE 800
R
E
J
69
SIGNATURE
FBO SITE
MIDDLE MARKER
X
DEMOCRAT ROAD
J
TAXIWAY J
CONCOURSE C
X
TAXILANE 900
P
C3
H
RVR
X
600'
TAXIWAY C
X
X
X
67
INNER MARKER
X
INTERIM
AUTO PARKING
LOT
X
X
X
X
X
X
L
X
X
X
X
X
X
X
X
X
X
68
X
X
X
X
T
X
66
FEEDER
CITY
7
X
X
X
MSCAA EMPLOYEE PARKING LOT
X
FEDEX USPS
MAIL SORTING
AREA
X
7
X
X
X
C
C3
X
X
JET BLAST FENCE
X
X
X
FEDEX
LOT #2
C
K
X
X
X
X
X
1
TAXIWAY C
D
E
X
TAXIWAY C
C1
X
TAXIWAY C
L
X
C
C
C5
P
X
X
C
C
AIRPORT REFERENCE POINT
X
C
C2
C4
X
TAXIWAY C
K
X
D
RVR
X
X
X
X
X
C5
C6
C7
X
X
R
X
C8
2
H
LOCALIZER
X
NONCONNAH
E
LOT #3
TAXIWAY C
L
46
ALSF
SUBSTATION
X
X
TAXIWAY S
X
X
S5
K
P
X
X
TAXIWAY S
RVR
D
R
LOCALIZER
X
X
TAXIWAY S
X
3
FUEL
TANKS
S7
E
X
LOT #4
TAXIWAY S
S5
X
X
X
TAXIWAY S
S
B
X
S
H
X
X
X
S
TAXIWAY S
INNER MARKER
S1
X
X
X
X
X
X
X
X
4
S
S2
P
S4
400'
X
X
S3
D
LOT #5
75'
X
X
X
X
X
MALSR
675'
675'
550'
RVR
RVR
APPENDIX #10
EXISTING AIRPORT LAYOUT DRAWING
X
DE-ICING
STAGING
AREA
DE-ICING
PAD
TAXIWAY Y
PAPI
X
TAXIWAY Y
550'
675'
X
X
X
X
X
X
RVR
X
X
5
SHELBY DRIVE
X
X
X
RUDDER RD.
HANGAR RD.
SANDERWOOD
X
X
X
X
X
BLAST FENCE
X
X
X
100'
CONCRETE CHANNEL
X
X
X
X
X
X
X
X
X
ROAD
WINCHESTER
X
TAXIWAY A
TAXIWAY V
X
X
DEMOCRAT ROAD
X
X
X
X
X
X
X
X
X
X
X
X
X
X
MAINT. BLDG.
HURRICANE CREEK
X
X
X
X
X
X
X
ME
X
X
X
X
X
ITY
X
X
X
X
X
X
X
TAXIWAY Y
Y1
Y2
D
X
R
TAXIWAY V
X
X
PAPI
TAXIWAY V
X
H
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
LOCALIZER
X
X
X
42
TAXIWAY Y
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Y1
D
B
B
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
HURRICANE CREEK
X
43
PERIMETER ACCESS ROAD
Y2
X
X
X
LOT #6
6
X
X
X
X
X
ASDE
REMOTE
UNIT 07
PERIMETER ACCESS ROAD
X
NORTH RAMP
X
TAXIWAY Y
LOT #7
X
X
X
X
AY Y
ELEC. VAULT #2
14
X
PERIMETER ACCESS ROAD
DEMOCRAT RAMP
B
X
TAXIW
X
X
X
X
X
X
X
X
375'
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
45
TAXILANE
X
X
X
X
CREEK
X
X
X
X
X
X
X
X
X
X
X
X
X
TENNESSEE AIR NATIONAL GUARD
X
X
X
X
72
X
INDUSTRIAL
PARK
ADMIN. BLDGS.
X
UPS
APRON
HANGAR
HANGAR
X
X
X
RTR
X
X
SOUTH
RAMP
TAXIW
AY Y
RUNWAY RD.
X
X
X
COURTYARD
RAMP
44
X
41
FUELING AREA
X
X
X
74
Y
X
AIR
CARGO
CENTRAL
X
X
X
Y
10
HURRICANE CREEK
X
X
39
11
X
HURRICANE CREEK
X
12
FUELING
STATION
X
X
X
X
X
X
X
X
X
X
X
EMPLOYEE
X
X
X
X
X
X
X
13
X
X
X
X
15
X
9
X
8
X
X
X
X
X
X
X
X
X
X
X
SWINNEA ROAD
X
X
X
PARKING
FUEL FARM
38
X
X
X
36
X
X
X
X
SWINNEA ROAD
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
37
X
X
X
X
X
X
SWINNEA ROAD
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
HURRICANE
CREEK
X
X
X
X
X
X
X
X
X
X
X
GRASS BERM
SWINNEA ROAD
X
17
X
X
X
X
X
X
X
29
GSE LOT
X
EAST
LOCALIZER
X
X
PARKING
X
ROTATING BEACON
X
X
EMPLOYEE
NAVIGATIONAL AIDS
X
X
H
28
X
X
VORTAC, ASR,
X
AH
UL X
RD
X
GSE LOT
EAST
X
X
X
WINCHESTER RO
AD
X
X
X
X
X
X
MALSR
X
X
X
X
X
X
X
EXISTING
MITL/CL
TAXIWAY MARKING
X
X
24
X
NONCONNAH
ITEM
D-V (B-747)
TAXIWAY LIGHTING
16
X
RUNWAY 9-27
341
27
FEDEX
AIRCRAFT HANGAR
EQUIPMENT SHED
GATE HOUSE
TAXI STAGING FACILITY
X
RUNWAY 18L-36R
92.3
X
FEDEX SUPER HUB
FEDEX OFFICE BUILDING
FUEL FARM
FEDEX OFFICE COMPLEX
FEDEX FLIGHT SIMULATOR
FEDEX ELECTRICAL VEHICLE STORAGE
FEDEX BULK AREA STORAGE BUILDING
FEDEX SECURITY SCREENING FACILITY
FEDEX MAINTENANCE BUILDING
COMMERCIAL DEVELOPMENT
FEDEX PUBLISHING FACILITY
FEDEX LOGISTICS AND NETWORK SERVICES
COMMERCIAL BUILDING
BELZ OFFICE COMPLEX
COMMERCIAL BUILDING
MEMPHIS VOCATIONAL TECHNICAL SCHOOL
AIRPORT ADMINISTRATION OFFICE BUILDING
AIRPORT AIRFIELD MAINTENANCE BUILDING
FEDEX ENGINE TESTING FACILITY
FEDEX AIRCRAFT MAINTENANCE HANGAR
FEDEX AIRCRAFT MAINTENANCE HANGARS
PINNACLE AIRLINES AIRCRAFT MAINTENANCE FACILITY
FEDEX DEICING EQUIPMENT STORAGE
FEDEX ENGINE REPAIR SHOP
WILSON AIR CENTER
SIGNATURE FLIGHT SUPPORT
UNITED PARCEL SERVICE OAKHAVEN HUB
AIRCRAFT RESCUE AND FIRE FIGHTING STATION #9
AIRFIELD ELECTRICAL VAULT #4
CARGO CENTRAL WAREHOUSE
TENNESSEE AIR NATIONAL GUARD BASE
NAVAID ELECTRICAL VAULT
AIRPORT SURVEILLANCE RADAR
NATIONAL WEATHER SERVICE EQUIPMENT SHED
DELTA AIR LINES GROUND SUPPORT EQUIPMENT MAINTENANCE
GROUND SUPPORT EQUIPMENT MAINTENANCE BUILDINGS
AIRCRAFT SURFACE DETECTION RADAR
UNITED STATES POSTAL SERVICE BUILDING
AIRCRAFT CATERING KITCHEN
AIRPORT CHILLER UNIT
AIRFIELD ELECTICAL VAULT #3
PASSENGER TERMINAL FUEL FARM
AIRFIELD ELECTRICAL VAULT #1
AIRPORT PROJECT CENTER AND NOISE OFFICE
PASSENGER TERMINAL EMERGENCY GENERATORS
PASSENGER TERMINAL - CONCOURSE B
PASSENGER TERMINAL - CONCOURSE C
PASSENGER TERMINAL - CONCOURSE A
PASSENGER TERMINAL BUILDING
PASSENGER TERMINAL PARKING GARAGE
PASSENGER TERMINAL AUTO PARKING LOT
GROUND SUPPORT EQUIPMENT STORAGE
TERMINAL SUPPORT BUILDING
FIRE STATION #33
FAA AIRPORT TRAFFIC CONTROL TOWER AND TRACON
RADISSON HOTEL
MEMPHIS LIGHT, GAS, AND WATER SWITCH GEAR
FEDEX
LEGEND
RUNWAY 18C-36C
AIRPORT REFERENCE POINT
X
ID
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
APPENDIX #11
Memphis Operations Self-Inspection Report 2012
Inspection Date: Wednesday, May 01, 2013
Inspection Report ID: 1268
Ops Coord Midnight: DM
Ops Coord AM: CS
Time Midnight: 2:20
Time AM: 7:00
No Discrepancies MID:
Ops Coord PM: WH
Time PM:
No Discrepancies AM:
Pavement
21:15
No Discrepancies PM:
Markings and Signage
Lighting
Pavement Lip > 3":
No
Visible standard:
Yes
Obscured:
No
Hole > 5" diam 3" deep:
No
Hold lines/signs:
No
Damaged:
No
Cracks/spalling/bumps:
No
Frangible bases:
No
Inoperative:
Yes
FOD:
Yes
No
Faulty aim:
No
Rubber:
Ponding/edge dams:
No
Obstructions
Obstruction lights:
No
Cranes/trees:
No
Public Protection
Fencing/gates:
No
Signs:
No
Fueling Operation
Fencing/gates/signs:
Fuel labeling:
Fire extinguishers:
ARFF
Equipment/crew:
Communication/alarm:
No
No
Grounding clips:
No
No
No
Rotating beacon:
No
Wind indicators:
No
Construction
Equipment parking:
Barricades/lights:
Ruts/humps/erosion:
No
Birds:
Drainage/construction:
No
Objects/vegetation:
No
Coyotes/K9s:
Other:
Special/Periodic/FOD/Wildlife Inspections/ARFF Daily Report
Wildlife Incidents: 0700 - One (1) dead barn owl removed from RWY 18R-36L between M-5 and M-6. No strike was reported
to Operations. FAA Bird Strike Form filled out (#2013-5-1-091301). (CS)
FOD Incidents: 1500 - TWR advised of FOD on TWY 'A' near Wilson Air. Removed one (1) wooden panel from the
TWY. WH
ARFF: 0700 - All equipment operational. Crash phone checks o.k.
Discrepancies:
699
Ops Mgr: DM
Mtn Work Order: A-119713
Wednesday, May 01, 2013
Ops Discrepancy: TWY A just east of Signature north entrance, near centerline of A, is a corner concrete break out. A-119713
Corrective Action:
Comment:
Resolved By:
Ops Work#:
Date Resolved:
701
Ops Mgr: DM
Mtn Work Order: A-119714
Ops Discrepancy: TWY Y/V intersection as you head westbound on V.
Wednesday, May 01, 2013
<-Y V sign OTS. A-119714
Corrective Action:
Comment:
Resolved By:
No
Wildlife Hazards
FAR 139 Inspections: 0700 - Completed an airfield inspection; see wildlife incidents. (CS)
2115 - Airfield Inspection completed. See Part 139 Inspection Report. WH
0135 - Airfield Inspection completed. No new discrepancies noted.(LK)
Ops Work#:
No
No
Safety Areas
Midnight inspection issues:
see next day's report
Navigational Aids
Date Resolved:
Page 1 of 3
Yes
No
No
APPENDIX #11
Memphis Operations Self-Inspection Report 2012
Ops Work#:
702
Ops Mgr: WH
Mtn Work Order: A-119722
Wednesday, May 01, 2013
Ops Discrepancy: OPS-WH-A-119722: TWY 'A' location sign/'N' directionial sign is partially unlit at the TWY 'A' and 'N'
intersection. [ A | <-N->]
Corrective Action:
Comment:
Resolved By:
Ops Work#:
Date Resolved:
703
Ops Mgr: WH
Mtn Work Order: A-119723
Wednesday, May 01, 2013
Ops Discrepancy: OPS-WH-A-119723: RWY 9/27 Holdshort Sign at TWY 'A2' on the East side of the TWY is unlit.
Corrective Action:
Comment: NOTAM Issued: !MEM 05/014 MEM TWY A2 HOLDING POSITION SIGN E SIDE AT RWY 9/27
LGTS OTS WEF 1305020232-130502130
Resolved By:
Date Resolved:
Page 2 of 3
APPENDIX #11
Memphis Operations Self-Inspection Report 2012
Inspection Date: Thursday, May 02, 2013
Inspection Report ID: 1269
Ops Coord Midnight: LK
Ops Coord AM: CS
Time Midnight: 1:35
Time AM: 6:50
No Discrepancies MID:
Ops Coord PM: WH
Time PM:
No Discrepancies AM:
Pavement
19:10
No Discrepancies PM:
Markings and Signage
Lighting
Pavement Lip > 3":
No
Visible standard:
No
Obscured:
No
Hole > 5" diam 3" deep:
No
Hold lines/signs:
No
Damaged:
No
Cracks/spalling/bumps:
No
Frangible bases:
No
Inoperative:
No
FOD:
No
No
Faulty aim:
No
Rubber:
Ponding/edge dams:
No
Obstructions
Obstruction lights:
No
Cranes/trees:
No
Public Protection
Fencing/gates:
No
Signs:
No
Fueling Operation
Fencing/gates/signs:
Fuel labeling:
Fire extinguishers:
ARFF
Equipment/crew:
Communication/alarm:
No
No
Grounding clips:
No
No
No
Rotating beacon:
No
Wind indicators:
No
Construction
Equipment parking:
Barricades/lights:
Ruts/humps/erosion:
No
Birds:
Drainage/construction:
No
Objects/vegetation:
No
Coyotes/K9s:
Other:
Special/Periodic/FOD/Wildlife Inspections/ARFF Daily Report
Wildlife Incidents: 0650 - One (1) duck was observed flying from the south to the north along Hurricane Creek across RWY 927. One (1) Red Tailed Hawk was harassed off TWY M-4 sign at RWY 18R-36L. (CS)
0210 - Removed one frog from RWY 18L centerline. DM
FOD Incidents: 1025 - The paint was chipping on the TWY P centerline between TWY's N/M. Airfield Maintenance was
advised and a sweeper truck removed the paint chips. (CS)
0155 - TWY S south of TWY P has centerline paint chipping up. Removed paint debris. Paint is thick in
this area. DM
ARFF: 0700 - All equipment operational. Crash phone checks o.k.
Discrepancies:
704
Ops Mgr: CS
Mtn Work Order: A-119735
Thursday, May 02, 2013
Ops Discrepancy: OPS-CS-A-119735: The fence line across hurricane creek near Wilson Air needs work done. The barbed
wire is stretched and hanging. There are also multiple areas at the bottom of the fence it looks like an
animal pushed it up to get under the fence. One of the cross beams across the poles is out of its place.
This area of the fence is between the Wilson Air Ramp and the old Pinnacle Ramp south of TWY A. I
marked the hole with a piece of survey tape. I took some pictures of the area and will send them via email.
Corrective Action:
Comment:
Resolved By:
No
Wildlife Hazards
FAR 139 Inspections: 0650 - Completed an airfield inspection. See wildlife incidents. (CS)
1020 - Inspected and reopened TWY M btwn M-4/P and TWY M-5. (CS)
1910 - Airfield Inspection Completed. No new discrepancies noted. WH
0230 - Airfield inspection completed. See discrepancies below: DM
Ops Work#:
No
No
Safety Areas
Midnight inspection issues:
see next day's report
Navigational Aids
Date Resolved:
Page 3 of 3
Yes
No
No
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
APPENDIX #12
AIRPORT CERTIFICATION MANUAL
MEMPHIS INTERNATIONAL AIRPORT
APPENDIX #13
EXAMPLE NOTAM FORM !MEM 04/146 MEM RWY 18L/36R CLSD WEF 1304251300‐1304251930 Created by: Cedric Simon Phone:9019228117 Fax: Comments: ATCT‐JA ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ Please note: This e‐mail was sent from the FNS system that cannot accept incoming e‐mail. Please do not reply to this message. AIRPORT CERTIFICATION MANUAL
MEMPHIS INTERNATIONAL AIRPORT
APPENDIX #14
NOTAM DISTRIBUTION LIST Airfield Maintenance AirTran (Southwest Airlines) American Airlines ATC Tower Delta Airlines FedEx Tower MSCAA Communications MSCAA Development Seaport Airlines United Airlines US Airways Wilson Air