IAA IAAE 20 2012 F 2 FACIL ILIT ITY, , OPE PERATION IONS, - - PowerPoint PPT Presentation

Canadian Airports Electrical Association Association Électrique des Aéroports Canadiens

IAA IAAE 20 2012 F 2 FACIL ILIT ITY, , OPE PERATION IONS, S, AN AND AIR AIRPO PORT RT MAN MANAGERS S CONF NFERENCE ENCE

I would like to welcome everyone here today on behalf of CAEA, the Canadian Airports Electrical Association. The Association was formed around 1999 as the entity that would continue to hold the Canadian Airports National Electrical Workshops in Canada after Transport Canada discontinued the Newtrac workshops. The first few CANEW’s were put on by individual airports and airport staff across the country. It was soon decided that the workload was more than could be sustained in this manner and a Canadian Registered Association was formed that now facilitates the workshops. CAEA has 10 Directors from the Canadian Airport Electrical community.

OUR UR GOAL AL

TRY TO SAVE THE POOR SOUL

AND TO PREVENT THIS !

Canadian Airports Electrical Association & CANEW

 Mission

To evaluate and explore new technologies and to improve service levels through the exchange of ideas and experiences.

 Workshop

To create a forum that enhances the exchange of valuable information, experiences and technologies.

HISTORY

 In the “Old Days “, Transport Canada owned and

• perated most of the Airports in Canada. These

airports had electricians that did the electrical work at the airport and TC had a training facility (TCTI) at Cornwall, Ontario where these electricians went to

• btain training and to retrain on Airport electrical
• systems. It covered both safety and operations of the

specialized and unique Airport Lighting equipment.

THEN THE WORLD CHANGED!

HISTORY

 Around 1994 Transport Canada decided to try to divest

• f all but the 26 largest airports in Canada.

 Some airports were purchased by cities or

municipalities – the City of Campbell River purchased the Campbell River Airport in 1995.

 As a result of this, some of the Airports came under the

• perational control of persons or groups with limited

airport knowledge or experience and in many cases “NO” knowledge of airport electrical systems.

HISTORY

 At the same time, TC started eliminating the financial

subsidies that supported the operation of the smaller airports and that assisted them to have trained personnel available to maintain the airport equipment.

 As well, the TCTI training center became the NavCanada

Training Institute and airport electrical training was eliminated .

 One of the results of these occurrences was a major reduction

in staff at the smaller airports, especially electricians. Some airports have electrical contractors, without airport experience ,or staff with “NO” electrical training working on the airport electrical equipment.

HISTORY

 The larger airports have been able to maintain trained

and qualified staff and many have the ability to train new personnel in house.

 Another factor affecting the Canadian airport

electrical systems and operation, is the loss of the TC staff across Canada, who oversaw and supported the airport electrical systems in each region. As these people have retired, many have not been replaced, leaving a huge gap from past years. It was often these people who maintained the contacts and information flow between sites and assisted new electricians. They also inspected the electrical systems at the airports to ensure safe systems were maintained.

HISTORY

 For many years now, a major concern raised at CANEW,

has been the dangerous situation of “Un-trained” personnel working on airport electrical systems, especially the series circuit airfield visual aid systems.

 At the CANEW 2009 workshop in Winnipeg, both the

delegates and members of CAEA decided to strike a CAEA sub-committee to try to address some of the outstanding issues from past workshops. We had previous sub- committees that worked on Section 74 of the Canadian Electrical Code and the IEC Technical Committee 97 – electrical installations for lighting and beaconing of aerodromes.

THE WORK BEGINS

 The sub-committee started rolling in November 2009

working through emails to confirm members and proposed topics.

 The first item on the agenda for the sub-committee

was to determine “What” we were going to deal with first.

 All 10 members agreed that the most important issue

was “The safety of personnel working on airport electrical systems”, and that we needed to try to establish the qualifications and training required for airport electrical workers.

THE WORK BEGINS

 If we could establish those, we would then be looking

for the support of the delegates of CANEW 2010 and the members of CAEA.

 We would also be looking at options for who or what

agency or agencies we could work with to enact and enforce our recommendations.

 The sub-committee members worked mostly through

emails, along with the occasional use of that old piece

• f technology called the telephone, to decide on their

recommendations which would then be presented to the CANEW delegates and CAEA members.

2010 CAEA and CANEW RECOMMENDATIONS

 The basic qualifications established for an "Airport

Electrician” were: “Any person who works on “series-type constant current circuit supplied airport visual aid systems and equipment” on an Airport in Canada “is required” to be a “Journeyman Electrician, with Red Seal if required”, an “Indentured Apprentice”, or a “Supplier Service Representative”.

2010 CAEA and CANEW RECOMMENDATIONS

 Additional “Required” training or certifications for “Airport

Electricians” working on or with series circuit equipment.

• 1 - “Electrical Safety training on Airport Series Circuit

systems”, with this training provided at an Airport with qualified electrical staff (approximately 40 hours).

• 2 - Airfield lighting operation and maintenance course.
• 3 - Airfield Lighting Regulator course from Supplier
• 4 - Arc flash safety training

2010 CAEA and CANEW RECOMMENDATIONS

 All other electrical work (electrical equipment not

supplied by series circuit regulators) on Airports is to be carried out by “qualified, licensed electricians, apprentices as per the conditions of Provincial or Territorial Acts respecting manpower vocational training and qualification, or supplier certified service technicians.” If these electricians are not trained on series circuit equipment, they must be informed of this airside equipment and the dangers involved with it, and that they are not to work on it.

2009/2010 CAEA Sub-committee RECOMMENDATIONS

 We had unanimous agreement from all members of the

sub-committee that all electrical work done on airports in Canada is to be done by qualified electricians , apprentices,

• r supplier certified service technicians and “no work on

electrical equipment” can be done by any other personnel.

 There was discussion over how or if some airports would be

able to meet requirements, but a decision was made that

• ur recommendations would be made solely on safety and

airport operations, not issues of compliance.

2009/2010 CAEA Sub-committee RECOMMENDATIONS

 At this time, the Sub-committee was in agreement that

we had established the proper qualifications and training required for the safety of the individuals doing electrical work on airports in Canada and that these individuals should be capable of installing and maintaining the airfield lighting to standards that would provide safe operations to aircraft and passengers.

 These recommendations were passed unanimously by all

CANEW delegates and CAEA members at CANEW 2010.

2009/2010 CAEA Sub-committee RECOMMENDATIONS

 One of the basis we used to support our requirements

for “Qualified, licensed Electricians and Apprentices” was “as per the conditions of Provincial or Territorial Acts”.

 Provinces such as Alberta, Ontario, British Columbia

(some exemptions), classify all electrical work as a “Restricted” trade which only the above can work on.

 This would apply to all non-TC airports and is

maintained by all the larger airports we checked with as part of their electrical operations.

2009/2010 CAEA Sub-committee RECOMMENDATIONS

 Another area that we looked at, as a basis for our

recommendations, was the safe operation of the airport’s electrical systems for the aircraft and passengers.

 We developed a list of issues for each component of

the Airfield Lighting that we felt could be adversely affected by people who were not properly trained working on the equipment.

 Following are some of the items we compiled:

Elevated Runway and Taxiway Edge Lights

Runway End and Threshold Lights

Airfield Lighting Maintenance Requirements That Could Affect Operations

Elevated Runway and Taxiway Edge Lights:

 Height  Alignment  Lens and/or filter condition  Lamp output  Fixture replacement – some fixtures are used for Medium

Intensity and High Intensity and require different internal parts

 Proper lamps as per certifications  Threshold fixture alignment, lamp size, and filters  Maximum outage limits

Inset Lights

Airfield Lighting Maintenance Requirements That Could Affect Operations

Inset Lights:

 Inspections including light output checks  Fixture and lamp switching especially on taxiways  Bolt torques and bolt removal  Specialized equipment required (trucks or trailers)  Maximum outage limits – critical Cat 2 & 3 operations  Rebuilding and pressure testing fixtures  Lens cleaning and inspections  Very complicated circuitry affecting worker safety

PAPI – Precision Approach Path Indicator

Airfield Lighting Maintenance Requirements That Could Affect Operations

PAPI:

 Inspection – Checking output  Alignment – proper equipment and procedures  Cleaning  Proper lamps as per certifications  Lens and/or filter condition  Lamp output  Personnel Safety issues with light output  Frost issues  Maximum outage limits

ODALS – Omni-Directional Approach Lights

Airfield Lighting Maintenance Requirements That Could Affect Operations

ODAL System:

 Inspections  Timing sequence  Cleaning – specialized cleaning may be required  Alignment  Control unit PM’s  Proper replacement lamps  Maximum outage limits  High Voltage Safety training  Voltage or Series Circuit supplied power

Cat I - SSALR Approach Lights

Airfield Lighting Maintenance Requirements That Could Affect Operations

Cat I - SSALR Approach Light system:

 Cleaning  Inspection  Aiming and Alignment – proper equipment and

procedures

 Proper lamps  Tower condition and maintenance  Maximum outage limits

Cat I - Approach Strobes

Airfield Lighting Maintenance Requirements That Could Affect Operations

Cat I - Approach Strobes:

 Inspections  Proper lamps  High Voltage safety – lamp output  Aiming and alignment  Cleaning  Tower condition and maintenance  Control systems  Maximum outage limits – lamps and sequence timing  Voltage or Series Circuit supplied power

Airfield Lighting Maintenance Requirements That Could Affect Operations

Aerodrome Beacons:

 Inspection  Cleaning – some require special procedures  Control system and Operational requirements

Airfield Lighting Maintenance Requirements That Could Affect Operations

Windsocks:

 Fixture and swivel maintenance  Proper lamps  Constant current output

transformer operation

 Cleaning

Airfield Lighting Maintenance Requirements That Could Affect Operations

Guidance Signs:

Cleaning Required locations – allowable outages Constant output transformers

Airfield Lighting Maintenance Requirements That Could Affect Operations

Constant Current Regulators:

 Maintenance – proper equipment and procedures  Personnel safety – maintenance requires “Live” work  Megger testing and documentation of series circuits.

Airfield Lighting Maintenance Requirements That Could Affect Operations

Airfield Lighting Control systems:

 PLC operation and maintenance  Touch screen interfacing

Obstruction Lighting:

 Cleaning and maintenance  Operational requirements  Lamp type and sizing

 Agencies or Organizations that CAEA has worked with

establishing our recommendations and goals:

• Canadian Electrical Code Section 74
• Provincial Electrical Inspection Departments
• Transport Canada – Inspectors, SMS, or other
• Canadian Labour Code
• Provincial Occupational Health & Safety
• Canadian Standards Association – CSA Z463
• IEC Technical Com. 97 – Int. Airport Electrical
• Equipment Manufacturers and Suppliers

Canadian Standards Association – CSA Z463

In 2011, the Canadian Standards Association contacted CAEA to attend a meeting in Edmonton in regards to a new Electrical Guideline that was being developed in Canada. CSA-Z463, Guideline

• n Maintenance of Electrical Systems, will be a

new guideline, then moving to a Standard in Canada for electrical maintenance and will include a section on Airfield Visual Aid Maintenance. CAEA has 4 members, one from DND, one from GTAA, and 2 from CAEA on this committee.

Canadian Standards Association – CSA Z463

CAEA was able to obtain permission from DND to use the information from their Airport Electrical Installation and Maintenance Manual as the basis

• f the content being proposed for CSA-Z463. This

content matches the old airport electrical maintenance standards from Transport Canada , which are no longer published. They are also very similar to FAA standards in the US. With CSA-Z463 matching DND, all airports in Canada should be working with common maintenance practices, thus improving safety throughout Canadian Airports.

SAFETY – Is it really that dangerous?

Sadly, this next section, must be mentioned as it is what can actually happen with the electrical equipment we are discussing today. 2004 – Montreal Airport – Electrician killed while working on airfield electrical project. 2004 – Edmonton Airport – Airport Electrician killed while working on switchgear at airport. 2005 – St Louis Airport – Electrician opens live series circuit.

These were all Qualified Electricians and this still happened, please take a serious look at the RISK!

2010 – Mississippi– Equipment Operator killed when he unplugged a series circuit connector for temporary lighting.

SAFETY – Is it really that dangerous?

• “Airport Series Circuit Supplied Equipment” does not
• perate in the same manner as “Conventional Electrical

Systems”!

• Because of this, even certified electricians will not be

aware of the unique and very dangerous conditions that it presents, unless they have received specific training. At this time, airport electrical is not even covered under the apprenticeship programs in regards to these issues.

• In many cases, the tools an electrician would use to

ensure equipment is safe to work on “WOULD NOT WORK PROPERLY” on a series circuit, giving false information to the user.

SAFETY – Is it really that dangerous?

• The damage below was a result of a gopher digging down

into the pullpit and playing with the series circuit. This was only medium intensity lights at about 950 volts. Things in the pullpit were rated 5000 volts.

SAFETY – Is it really that dangerous?

CANEW 2012

The Canadian Airports Electrical Association (CAEA) is pleased to announce that St. John’s International Airport and the City of St. John’s will co-host the 2012 Canadian Airports National Electrical Workshop (CANEW). CANEW 2013 will be held in Campbell River, B.C. The workshop will be held September 24 – September 28, 2012 at the Delta St. John’s Hotel and Conference Centre in St. John’s, Newfoundland. Past workshops have attracted delegates from across Canada, the United States, Europe, and China. The Department of National Defense Canada, Transport Canada, and Public Works Canada also attend the workshop. The workshop serves as a forum to discuss issues of national scope, and allows airport technical people from different sites to interact and exchange information of mutual interest. Presentations will include subjects related to operating and maintaining airport building electrical systems and airfield electrical infrastructure, energy management, and renewable energy systems.

CANEW 2012

This year CANEW will be moving towards an additional component which will be specific training courses that will cover some of the specialized equipment and procedures that electrical staff encounter at airports in Canada. Transport Canada no longer has their training center, so the access to airport specific training has become difficult and expensive to obtain. CAEA will be providing some specific “Hands-on” training courses, with documentation, to support and assist airport electrical staff to gain or refresh the specific and unique training they require. The courses will cover “Airfield High Voltage Splicing Kits” and “Hands-on PAPI Commissioning”. This in turn will help the airports with meeting training requirements and improving airport safety and operations.

CANEW 2012

Opportunities are given during the Plenary Sessions for delegates to introduce topics for discussion by the group, provide solutions to everyday problems on the site, and seek assistance from the group with problems they may have encountered. Delegates also network with staff at various airports and with equipment suppliers that are valuable in dealing with future electrical issues at their airports. In conjunction with the workshop, CANEW will also feature a tradeshow where delegates can meet suppliers and equipment manufacturers to see the latest technologies available. For many delegates, this is an opportunity for them to establish contacts and make arrangements to purchase equipment. In addition, they can receive support from suppliers at a personal level resulting in cost savings to their airport’s operation.

Canadian Airports Electrical Association Association Électrique des Aéroports Canadiens

Canadian Airports Electrical Association Association Électrique des Aéroports Canadiens