REF: PMIA/TIBAH/TECH 001 Maintenance Organization TIBAH AIRPORTS TECHNICAL DIRECTORY MAINTENANCE DEPARTMENT MADINAH AIRPORT PMIA MAINTENANCE ORGANIZATION

REF: PMIA/TIBAH/TECH 001 TECHNICAL MANAGEMENT

MAINTENANCE DEPARTMENT

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Maintenance Organization Page: 97

OPERATION & MAINTENANCE MANUAL PAGE 1 OF 97

TIBAH AIRPORTS

TECHNICAL DIRECTORY MAINTENANCE DEPARTMENT

MADINAH AIRPORT PMIA

MAINTENANCE ORGANIZATION

Publication date: 22/05/2012



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Technical Directory / Maintenance department

Maintenance Organization

Approvals

Elaborated by Akram Ayara

Validated by Sofiene Ben Abdessalem

Approved by Waleed Youssef

Manual diffusion grid

Recipients For

information For

application

General Manager

Technical Deputy General Manager

Maintenance Manager

Engineering Manager

Electric and Electronic Department

HAVAC and Fluid Department

Mechanical Department

Subcontractor Site manager

Note : This document contains 78 pages.



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PREFACE

DEFINING THE PROCEDURE’S AIM

The purpose of this section of the OM manual is to describe the organizational and

operating modes of the Electric systems departments in charge of the maintenance of

electrical, mechanical and HVAC systems at Prince Mohamed Ibn Abdulaziz International

Airport.

This manual should remain on site and be located in a place that is easily accessible to

operating and maintenance personnel at all times.

THE MANUAL’S PRACTICAL OBJECTIVES

The present manual is conceived in such a way as to be :

A tool of operational organisation

An information medium

A tool enhancing accountability

An instrument of internal monitoring

A means for developing versatility

FIELD OF APPLICATION

This procedures manual is destined to the technical staff in charge with the

maintenance and the supervision of Electronic, Electronic, HVAC and mechanical

systems as well as the maintenance subcontractor at Prince Mohamed Ibn Abdulaziz

International Airport (PMIA)

ACCOUNTABILITY

The procedure falls within the exclusive competence of Technical Department and is

managed under the responsibility of TIBAHH Technical Directorate.



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RECORD OF AMENDMENTS AND CORRIGENDA

N° Page Modified Date Modification topics Visa



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TABLE OF CONTENTS

PREFACE .............................................................................................................................................................. 3

DEFINITIONS .............................................................................................................................................. 7 PART I 11

ORGANIZATION CHART AND TASKS ............................................................................................. 11

1 ORGANIZATION CHART ................................................................................................................ 12

2 DEPARTMENT CHIEF’S JOB DESCRIPTION ...................................................................................... 13

3 INSPECTOR’S JOB DESCRIPTION..................................................................................................... 14 PART II............................................................................................................................................................. 17

WORK ORGANIZATION .......................................................................................................................... 17

1 COORDINATION MECHANISMS ................................................................................................... 19

2 DAILY DUTY LOG : ...................................................................................................................... 27

3 PROJECT MONITORING ............................................................................................................... 28

4 THE CERTIFICATION OF INVOICES .............................................................................................. 33

5 THE ACTIVITY REPORT ............................................................................................................... 35

6 THE ENERGY CONSUMPTION REPORT ......................................................................................... 36

7 CERTIFICATION OF MAINTENANCE/INTERVENTION FORM: ....................................................... 37

8 MAINTENANCE RECORDS ........................................................................................................... 38

9 FACILITY REQUIREMENTS .......................................................................................................... 38

10 PERSONNEL REQUIREMENTS ...................................................................................................... 39

11 REFERENCE LIBRARY ................................................................................................................. 40

12 COMPUTERIZED MAINTENANCE MANAGEMENT SYSTEM (CMMS) ........................................... 42

13 SPARES PARTS ............................................................................................................................ 43 PART III ........................................................................................................................................................... 46

MAINTENANCE STRUCTURE ............................................................................................................. 46



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1. STANDARDS AND CODES .............................................................................................................. 47

2. MAINTENANCE PURPOSE ............................................................................................................ 48

3. THE ORGANIZATION OF MAINTENANCE ...................................................................................... 49

4. THE MAINTENANCE PLAN ........................................................................................................... 50

5. PERFORMANCE INSPECTION ....................................................................................................... 51

6. PREVENTIVE MAINTENANCE ...................................................................................................... 52

7. PREDICTIVE MAINTENANCE ....................................................................................................... 52

8. CORRECTIVE MAINTENANCE ...................................................................................................... 56 PART IV ........................................................................................................................................................... 57

ENERGY SAVING MANAGEMENT .................................................................................................... 57

1. OVERVIEW .............................................................................................................................................. 58

2. INFORMATION AND COMMUNICATION .................................................................................................... 61

3. WATER CONSUMPTION MANAGEMENT METHOD.................................................................................... 67

4. ENERGY EFFICIENCY, SAVING AND COST ............................................................................................... 70

PART V ............................................................................................................................................................ 79

SAFETY ........................................................................................................................................................... 79

1. INTRODUCTION........................................................................ ERROR! BOOKMARK NOT DEFINED.

2. SAFETY ISSUES ........................................................................................................................... 80

3. GROUNDING AND BONDING ........................................................................................................ 90

4. WORK ON AIRSIDE AND NOTAMS .............................................................................................. 96



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DEFINITIONS

When the following terms are used in this Manual they have the following meanings:

General Definitions

GACA: General Authority of Civil Aviation

ICAO: International Civil Aviation Organization.

SASO: Saudi Arabian Standards Organization.

THIBA: The operator of the Airport

FAA: Federal Aviation Administration (US)

Contractor: Means the natural person or persons or artificial persons whose tenders were

accepted by the Operator to carry out works

PM: Preventive maintenance

CM: corrective maintenance

Year: Means Gregorian year and not Higiri year

Day: Is the calendar day and not a working day.

Tender Regulations: The Tender Regulations means the Government purchase regulations laws

and execution of its projects and works implementing regulations, Royal Decrees and Circulars

of council of Ministers that issued or may be issued applicable to this Contract.

Technical Definitions

Aerodrome: A defined area including any buildings, installations and equipment intended to be

used either wholly or in part for the arrival, departure, and surface movement of aircraft.

Presence of a taxiway or runway is not a must. (Plain levelled compact land suitable for landing

and take-off).

Aerodrome Reference Point: The designated geographical location of the Aerodrome.



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Aerodrome Beacon: An aeronautical ground light intermittently visible at all azimuths, used to

indicate the location of an aerodrome from the air.

Aerodrome Hazard Beacom: An aeronautical beacon used to designate a danger to air

navigation in the vicinity of an aerodrome.

Airport: An aerodrome at which facilities are provided for the shelter, servicing or repair of

aircraft, and for receiving or discharging passengers or cargo.

Air Traffic: All aircraft in flight and operating on the manoeuvring area of an aerodrome.

Air Traffic Control Service: A service provided for the purpose of:

- Preventing collisions (Between aircraft and On the manoeuvring area between aircraft

and obstructions)

- Expediting and maintaining an orderly flow of traffic.

Airport Traffic Controller: An officer employed by the Government to control all air traffic

operations within a certain distance from the airport boundaries and all traffic of any kind on

the aerodrome landing, approach and taxiing areas.

Air Traffic Control Tower: A tower from which all parts of the aerodrome landing areas are

normally visible and from which Airport Traffic Control Officers control air traffic by means of

radio or light signals.

Landside: That portion of the aerodrome, not subject to security arrangements and is freely

available to access by the general public.

Airside: That portion of the Aerodrome, wholly bounded by the Airport fence, to which access

is strictly controlled and to which the general public does not have access.

Approach Light: Aeronautical lights indicating a desired line of approach to a landing area.

Apron: A defined paved area on an aerodrome intended to accommodate aircraft for purposes

of loading or unloading passengers or cargo, refuelling, parking or maintenance.

Apron Floodlight: Lighting designed to illuminate an apron and allow safe and efficient

operation thereon in the hours of darkness.



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Instrument Runway: A runway served by automated and visual navigational aids which allow

aircraft to operate using instrument approach procedures under conditions of reduced visibility.

NOTAM: A notice containing information concerning the establishment, condition or change in

any aeronautical facility, service, procedure or hazard, the timely knowledge of which is

essential to personnel concerned with flight operations.

Precision Approach Runway: An instrument runway served by ILS and visual navigational aids

intended for operations down to a 60 m (200 ft.) decision height and down to a Runway Visual

Range of the order of 800 m.

Instrument Landing System Ilsa: system of radio navigational beacons which gives the pilot of

an aircraft, precision information as to his position in relation to the extended runway enter-

line, the correct glide slope angle and his distance from touchdown.

Runway Visual Range (RVR): The distance over which the pilot of an aircraft on the centreline

of a runway can see the runway surface markings or the lights delineating the runway or

identifying its centreline.

Obstacle: All fixed (whether temporary or permanent) and mobile objects or parts thereof that

are located on an area intended for the surface movement of aircraft or that extend above a

defined surface intended to protect aircraft in flight.

Obstacle Lights: Aeronautical ground lights provided to indicate obstacles at night.

Obstacle Markers: Day markers on or adjacent to obstacles.

Runway: A defined rectangular area on a land aerodrome prepared for the landing and take-off

run of aircraft and passing including shoulders and overrun areas on runway edges.

Runway Lights: Aeronautical ground lights arranged along a runway indicating its direction or

boundaries.

Runway Strip: A defined area including the Runway and stop way, if provided, intended:

- To reduce the risk of damage to aircraft running off a runway; and

- To protect aircraft flying over it during take-off or landing.



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For maintenance purposes this is taken to be 150 M on each side of the centreline of the

runway and any stop ways.

Taxiway: A defined path on a land aerodrome selected or prepared for the use of taxiing

aircraft including shoulders and connecting taxiways.

Taxiway Lights: Aeronautical ground lights arranged along a taxiway to indicate the route to be

followed by taxiing aircraft.

Taxiway Strip: An area including a taxiway intended to protect an aircraft operating on the

taxiway and to reduce the risk of damage to an aircraft accidentally running off the taxiway. For

maintenance purposes this is taken to be an area symmetrical on each side of the taxiway

centreline and extending to 22 m. from it.

Threshold: The beginning of that portion of the runway useable for landing.

Threshold Lights: Aeronautical ground lights so placed as to indicate the longitudinal limits of

that portion of a runway, channel or landing path, useable for landing.

Landside: That portion of the aerodrome, not subject to security arrangements and is freely

available to access by the general public.

Airside: That portion of the Aerodrome, wholly bounded by the Airport fence, to which access

is strictly controlled and to which the general public does not have access.

VASIS & PAPIS: Aeronautical ground lights arranged in predetermined pattern on either side of

the touchdown zone on a runway and designed to give the pilot visual information as to his

glide path angle. This includes Red White Visual Approach Slope Indicator System (VASIS) and

Path Indicator Systems (PAPIS).

Site: A designated & defined area including buildings, installations & equipments/ systems etc.

but are not an airport.



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PART I

ORGANIZATION CHART AND TASKS



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1 ORGANIZATION CHART



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2 DEPARTMENT CHIEF’S JOB DESCRIPTION

Job Title : Chief

Department in the organization chart : Maintenance Department

Upper position : Maintenance Manager

Subordinate positions: Inspector

Main responsibilities:

Inspects the functionality of equipment and installations under his

responsibility in compliance with written procedures and taking necessary

action.

Supervises the inspection of installation in his charge to evaluate the

Contractor's performance in Operation & Maintenance.

Ensures that the operation and maintenance of systems in charge meets the

requirements of TIBAH

Initiates proposals for corrective action on deficiencies in existing facilities in

the field.

Prepares and updates the annual preventive maintenance schedule, has it

approved and oversees its strict implementation.

Oversees the realization of the preventive maintenance of systems under

his responsibility according to a preset calendar and in compliance with

procedures in force.

Oversees the implementation of airport operations and safety instructions.

Supervises and reports on work progress outsourced by TIBAH. and relating

to his field of competency.



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Carries out coordination of work in progress with concerned services and

ensures that work is carried out on schedule and ensure the functioning

state of equipment likely to jeopardize safety.

Reports to upper position difficulties, shortcomings and faults and takes

necessary action.

Ensures that plans and maintenance and operation instructions are properly

filed.

Control the spare parts and material consumption.

Evaluates objectively the performances of realized works.

3 INSPECTOR’S JOB DESCRIPTION

Job Title : Inspector

Department in the organization chart : Electric& Electronic department

Upper position : Department chief

Subordinate positions: None

Main responsibilities:

Inspects at regular intervals and reports the status of systems and

equipments in charge.

Recommend the solution of technical problems in accordance with TIBAH

standards.

Inspects work orders for maintenance to ensure that all the work is carried

out and has been properly documented.

Ensures that all the records are kept up to date.

Ensures that the periodic tests of cables, transformers and earthing are

carried out in accordance with TIBAH requirements.



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Ensures that as built drawings for electrical installation are kept up to date.

Ensures that safety and emergency procedures are implemented.

Checks status of electrical equipment and brings any serious problems must

be brought to the attention of superiors.

Make sure the equipment consigned works properly.

Inspect the functioning of equipment, in accordance with the rules

described in the present manual.

Coordinate with airport night services, notably with the operating services.

Manage and coordinate the service’s interventions during the night and on

rest days.

Take knowledge of the instructions left by the previous shift on the team

log.

Carry out an inventory of the keys of technical offices, electrical cabinets

and keyed installations

Check the service vehicle and make sure any use is recorded in the daily

duty log.

Carry out daily and weekly inspections, in accordance with the planning and

with inspection logs described in the maintenance manual.

Inspect during each shift the presence of the necessary technical

notifications.

Keep record of faults..

Participate in preventive maintenance.

Assume responsibility for the follow-on to the coworkers on the next shift.



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To be noticed:

Be in possession of one’s own means of communication at any moment

Make sure all received and emitted calls be recorded on the shift log.

The inspector agent is to be held accountable for the use of the company

vehicle.

It is not allowed to leave service before co-worker comes and handover is

ensured.

In case of accident

Immediately inform superiors”

Do not leave service as long as the fault has not been repaired, even in

after-duty hours.

Elaborate a detailed report before leaving.



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PART II

WORK ORGANIZATION



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It concerns the set of measures and dispositions to be taken in order to:

Control and monitor work.

Make agents aware of their responsibilities

Defines works and tasks

Manage maintenance

Promote safety

Evaluate physical workload

Specify responsibilities

Establish a database

Keep record of the work done

Optimize task duration and workforce

Develop the service and enhance work quality

Convey information and encourage coordination between services

Foster supervision of airport operating

In order to reach those goals, pre-printed sheets have been provided. Each of

these sheets targets a directive, in virtue of which each agent agrees to carry

out instructions.



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1 COORDINATION MECHANISMS

They consist of the set of means and dispositions that are to be implemented and that

aims at ensuring proper coordination between the different airport units and levels by

improving information circulation, communication between services, and management

of instructions

1.1 The T.O.C (Technical Operational Centre)

The technical coordination post is a unit created in the aim of centralizing urgent or

frequent requests and providing a unique address for those who seek information or

intervention (Tel.2300).

The T.O.C. deals with requests for trouble shooting or urgent interventions. Major

works that are out of the OM scope and require considerable time and equipment

must be subject to a request for works addressed to TIBAH Maintenance Manager who

will be in charge of issuing the work order after having fit TIBAH approval process.

The T.O.C. keeps record of the work requested and immediately issue the work order.

The technician who receives the call has to record the information in a log conceived

especially for the purpose and kept available for the workshop, then inform superiors,

before proceeding to the intervention. When the operation is carried out, feedback

must be sent to TIBAH concerned department.

However, when the works are carried out for a concessionaire, TIBAH Maintenance

Manager has to prepare an estimate of the work to be executed, which will be

transmitted, after the GM approval, to the concessionaire for the completion of the

necessary formalities.



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When the work to be done is considerable or on behalf of a concessionaire, TIBAH

Maintenance Manager has to join an estimate of the equipment, workforce and

duration of work and transmit it to the concerned department for endorsement or

revocation.

Except for urgent requests, preventive maintenance works are always of priority.

Hence, the execution of a request for works has to be scheduled according to

availabilities in the preventive maintenance plan. When no availabilities are found,

works have to be outsourced to a third party.

See LOGIGRAM below.



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Requester

Work control center

OM scope

Work order

Realization and Record

Out of OM

scope

TIBAH Maintenance

department

Requester agreement & signiture

TIBAH approval & cost

estimation

YES

NO



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1.2 notification of interruption of service)

When an equipment or installation breakdown leads to an interruption in service, the

official in charge (TIBAH Inspector and/or Contractor representative) of the service or

his delegate has to transmit, via e-mail a service interruption notification.

At TIBAH responsible request, a background report must be joined to the fault

notification.

The following grid determines the persons to be notified according to outages:

Deficiency nature Informed Person

Partial outage with no consequences on

operating The concerned Head of Department

Partial outage of an operating service

The Technical Director The Maintenance Manager The Operations Officer The concerned Head of Department TOC/ TIBAH Inspector

Total outage of operating service

The –General Manager The Technical Director The Chief Operations Officer The concerned Head of Department TOC/ TIBAH Inspector

An outage affecting service quality

The Techncial Director The Chief Operations Officer The Head of Department concerned TOC

An outage affecting safety or security.

The Director-General The Deputy Director-General The Technical Director The Maintenance manager The Safety Manager/controller The Chief Operations Officer The Head of Department concerned TOC



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The fault notification must contain the following information:

The nature of the fault

Causes and potential origins.

Estimated duration of service interruption

Measures to be taken

Services and departments to be contacted.

The Contractor shall notify TIBAH of any unplanned disruption to power supply

(complete or partial) to any airport facilities immediately verbally and within 2 hours

after the power outage, directly mailed from site/airport to TIBAH in approved format.

This shall be followed by detailed (investigation/causes) written report within 12

hours. TIBAH will impose financial penalty if such power interruptions are not reported

to TIBAH within time mentioned above.

The Contractor should issue the CM work order immediately after occurrence of any

equipment falling under restricted operation/defective/-damaged, etc. and shall be

followed with work plan/material management/-manning, etc. using the CMMS

procedures.



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Technical Directorate Service Electric/Electronic Unit :…………………………….

Service interruption report

Description :

Circumstances/causes :

Consequences / Impact on operations, safety, security :

Date and time :

Field /

Affected services :

Measures taken / to be taken :

Estimated date / time

of service restoration

Attached document

Transmission : photo



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1.3 Work completion/service restoration report

At work completion and the return to service of an installation that was the object of a

service interruption report , the head of service or his delegate is to send, via email, a

work completion report (see next page).

The work completion report is to contain the following information:

Description of the work done

Execution date

Work duration

The origin of the request

The number of agents who participated in the works

The equipment used



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Technical directorate Service Electric/Electronic Unité :…………………………….

Work Completion report

Work description :

Date and Time : Final duration of service interruption / Work :

Manning / Involved parties :

Used Material and fourniture:

Estimated cost :

Transmission :

Name & Surname:

Signature :



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2 DAILY DUTY LOG :

In order to assess the functioning of the electrical installations on a daily basis in a way

that allows the follow-up of maintenance activities and a synthesis of the data that

would be crucial in any decision making, a daily log has been elaborated.

The Head of Department must update his duty log daily. He must also systematically

communicate updates to the Technical Director and Maintenance manager. The daily

duty log has been established for the following purposes:

Contribute to the improvement of management practices and the

optimization of financial and technical follow-up.

Evaluates the service’s activities, performance and occupancy rate.

Allow all parties involved, notably senior managers, to optimize planning,

examine objectives and provide adequate and timely solutions.

The daily duty log has to be systematically transmitted to the airport management

according to requirements (preferably on a weekly basis) and must contain the

following information:

The list of all works required with their completion rate during elapsed time,

including file preparations and all administrative formalities (specify planned

and unplanned works).

The daily duty log as it was conceived and presented in Annex 2 contains the following

information :

Description of the works: fault, outage, works, etc.

The unit concerned: building electricity, electro-mechanics, air-conditioning,

lighting, generators.

Installation: installation or equipment concerned by the works.



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Type of work : P :preventive ; C : reparative ; N : new facilities; Pr :project

The requesting party : the party requesting the intervention, or the service

affected by the works C concessionaire

Date of information notice: date of reception of the information notice

relative to the works.

Month : mention the month in order to facilitate sorting an classification

Scheduled realization date : the scheduled date for the commencement of

works

Actual date of works : actual date of commencement of works

Work completion date

Number of technicians: number of technicians who took part in the works.

Number of hours/people : number of personnel /hours or personnel/days

Outage duration : duration of equipment or installation failure.

MR launch date

MR realization date

MR Nb : MR number

Cost : intervention cost

Equipment used

Observations : observations, difficulties

3 PROJECT MONITORING

Starting from the moment the department receives a copy of the work order form

transmitted to the contractor, TIBAH concerned Manager has to carry out the

following actions:

Set up a new paper file the cover of which must bear the following information:

the title of the project, the company in charge of works, the project’s code, the



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cost, the time allotted for its realization, the date, the name of the person in

charge of monitoring, the project supervisor and the names of the people

involved in the project as well as their telephone numbers.

Send a fax/Email to the contractor to ask him to attend the launch meeting.

Organize a work meeting, also called the launch meeting.

Send to all departments concerned, through a written note or via email, a

commencement notice (the notice must be sent to the project manager and to

external departments such as the Police and Customs).

3.1 The launch meeting minutes :

TIBAH project manager must invite to this meeting all people involved in the project,

notably: the OM contractor, the company in charge with these works, the airport

departments that may be concerned (Airfield manager, air navigation, operations,

etc.).

The launch meeting minutes must contain the following information:

Require and register the date of commencement of work provided by the

company and validated by TAV services.

Require the company to provide the work plan as well as the deadline for its

delivery (before works begin).

Determine and record the name of the person in charge of follow up on

behalf of TAV.

The name of the company’s site superintendent, the relevant telephone

numbers of the company members, as well as a list of its personnel.

Require and record the date of submission of badge request (if necessary)

and the delivery date --which must not exceed 15 days.



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Expose and register the safety and security measures during work, as they

are required by regulations in force, as well as their application

requirements (use of badges, tool storage, equipment and vehicles marking,

marking and protection of work site, pedestrian area, vehicles’ speed,

welding, etc.)

Insist on the cleanliness of the work site and the restoration of the area to

its initial state.

Make the company commit itself to coordinate before undertaking any

actions that may affect airport operations (electrical current interruption,

service interruption, demolition works, acoustic nuisance, etc.)

Require the company and the project manager to submit a set of plans, the

technical documents, and a copy of the specifications.

3.2 The work site record

The work site record is a supporting document held by the follow up manager, which

has to be dated and signed daily by himself and the company’s work site

superintendent. The work site record must necessarily mention all information, events

and work execution details, namely :

The progress and the details of the works realized

The list of agents

Work interruptions and their causes

Service interruptions and incidents

Difficulties encountered



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3.3 Provisional acceptance

Provisional acceptance can be established after verification of the terms of the work-

submission contract and at the request of the company.

After a work verification visit to the work site -- undertaken by all parties concerned--

provisional acceptance is announced during a work meeting and mentioned in the

meeting report in the form of a provisional reception report.

Reserves that do not contest commissioning or operational quality cannot prevent

provisional acceptance, provided they be included in the meeting minutes and a

timeframe be be fixed for work execution.

3.4 Final acceptance :

Final acceptance only can be established after verification of the terms of the work-

submission contract and at the request of the company.

Final acceptance is recorded in the meeting minutes one year after the proper

functioning of the project. It cannot include reserves.

The manager can then close the case and classify it.



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TIBAH/TECHNICAL DIRECTORATE

Minutes of Meeting

Project :

Project manager :

Work order Number :

Company:

Presents:

XXXXX XXXXXX TIBAH

XXXXXX XXXXXXXX TIBAH

XXXXXXX XXXXXXX Outsourcing Company

Work description :

Commissioning date :

We certify that required works have been accomplished and could be received

(Provisional or Final).

Date and signature

XXXXX XXXXX TIBAH

XXXXX XXXXX TIBAH

XXXXX XXXXX Company



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3.5 Project application

Valid for projects recorded on the CAPEX

A request to launch a project must be submitted for approval to the Technical Director

and the before undertaking any necessary formalities.

Constitution of the application file :

A justification

A technical study

Written items (price note)

Data relative to the project (cost, duration, effects on operations….)

List of the departments intervening in or affected by the project

4 THE CERTIFICATION OF INVOICES

4.1 The certification of invoices

Once the work is completed, the bidder submits its invoice to the Registry Office, and

the invoice reaches the official in charge of certification through the finance

department.

If the work is completed without reserves as stipulated in the work order, the

concerned head of department and the manager sign the invoice stating the following

notification: "Works meet requirements" and then transmit it, via the Registry Office,

to the finance department. They may also send it as an enclosure with a detailed

report or an acceptance report.



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All invoices received must be registered by the concerned head of department and the.

The technical department officials sign the documents relative to the work’s technical

conformity with requirements and approve mentioned cost.

4.2 Energy invoices...

Electricity/water bills must be certified by the head of the concerned department and

the maintenance manager after verification of electricity meters:

Gaz bill HVAC & fluid head of department

Electricity bill Electric and Electronic head of department

Water bill HVAC & Fluid head of department

Before transmitting the invoice to the financial department, the head of department

enters all the details of the invoice (invoiced amount, consumption, number and date)

on a table specifically conceived for subsequent follow up of consumption and

expenditure.

4.3 Invoicing the concessionaire’s consumption

The maintenance manager is required to send to the head of the billing department a general

quarterly survey of the meter readings for electricity and gaz.

The electric and electronic department must fill in the table devoted to the electricity meters

in question, which must bear the old as well as the new indexes.

4.4 Billing for Works costs

Any work carried out on behalf of a provider must be subject to a pro-forma invoice to

be sent to the concession service, coupled with explicit communication.

The invoice must contain the following details

A description of the works in question



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The date and duration of their realization

The estimated cost of works

The number of agents involved and their grades

The equipment used

5 THE ACTIVITY REPORT

In relation to external monitoring and control, TIBAH technical services and OM

Contractor are required to submit monthly activity reports and an annual report.

The aim is to standardize the reports and determine the content.

The department’s activity report is developed from the data found on the daily activity

log of each section (see the paragraph concerning daily activity reports) introducing

the number of working hours in relation to the type of work, as well as from the

periodical activity logs (see the activity log section).

The activity report must contain the following topics:

The graphic summary of the work done: number of days/hours for each type

of work as well as for all works.

Previous activity statistics: number of interventions for each type of work,

for each installation, and subsequent costs, etc.

Analysis and interpretation of the graph, which must include the major

operations associated with each type of work

A list of the works accomplished and those in progress

An assessment of energy consumption (electricity, gasoil, water,gas)

Number of failures by systems

Unavailability by system

An inventory of the equipment under responsibility.

Staff shift



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The difficulties encountered.

Key performance indicators measurements

6 THE ENERGY CONSUMPTION REPORT

Inadequate maintenance of energy-using systems is a major cause of energy waste in

both the Federal Government and the private sector. Energy losses are often

considerable. Good maintenance practices can generate substantial energy savings and

should be considered a resource. Moreover, improvements to facility maintenance

programs can often be accomplished immediately and at a relatively low cost.

The contractor and the EE department should send a monthly report describing the

changes in energy consumption corresponding to each energy type (electricity and

gaz).

The report must contain the following details:

Global consumption in the current month.

Monthly variation of consumption in the current year in comparison with

the previous year.

The rate of monthly evolution of consumption in comparison with the

previous year.

Consumption details for each type of installation

Consumption details for each consumer (concessionaire, department,

electricity meter, etc.)

Global consumption cost for the current month

Monthly evolution of consumption costs.

The year-to-date monthly consumption.



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Changes in monthly evolution rates of consumption in comparison with the

previous year.

Analysis of variations in consumption

Analysis of variations in consumption costs.

Share in consumption for each type of installation.

Share in consumption for each consumer

Share in consumption cost for each installation

Share in consumption cost for each consumer

Conclusions and suggestions for energy saving.

The report must contain the tables and graphics related to consumption.

7 CERTIFICATION OF MAINTENANCE/INTERVENTION FORM:

The Contractor shall carry out PM & CM as per issued work orders not later than the

stated completion time. PM work should be carried out as per check lists in TIBAH

maintenance manual and as per manufacturer recommendation. All test values must

be recorded/documented for TIBAH inspection.

A certificate of release to service or stop service shall be issued at the completion

of any maintenance or minor defect rectification carried out on equipment. The issued

certificate of release must be validated by TIBAH inspector.

A certificate of release shall contain essential data related to the completed

maintenance, date of start and completion of the maintenance, data identifying used

material, staff.



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8 MAINTENANCE RECORDS

The completion of the maintenance program and its success necessarily involves the

development of logistics tracking maintenance sheets which are executed and

recorded in the database. There are four types of maintenance sheet:

Preventive maintenance sheet that is related to the operation and

inspection of the items of equipment designed according to the instructions

of the manufacturer. According to maintenance schedules, we can find

different types; daily, weekly, monthly, quarterly, semiannual or annual

Curative maintenance sheet that is used in case of troubleshooting or repair

of a failure or a fault reported or detected during a routine inspection

Historic event sheet that it’s a schedule for each

device, describing chronologically all corrective actions on the sudden from

their equipment put into operation. It presents the health record of the

equipment.

The Contractor should record/document all maintenance activities PM/CM

properly.

9 FACILITY REQUIREMENTS

The contractor shall ensure that work areas are available and appropriate

for maintenance work. The cleanliness of work areas must be such that no

adverse effects and the effectiveness of maintenance personnel are not

impaired by any contaminants. Any discrepancies in the facility shall be

reported to the organization in charge of the facilities.

Secure storage facilities shall be provided for tools, material, and

components and equipment. Storage conditions shall ensure segregation of

serviceable components, equipment, and material from unserviceable



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components, equipment, and material. The conditions of storage shall be in

accordance with the manufacturer’s instructions and directives to prevent

deterioration and damage of stored items. Access to storage facilities shall

be restricted to authorized personnel only.

The contractor shall establish a safety and quality policy to be included in

the Contractor Exposition. By establishing a safety and quality policy the

contractor strives to ensure good maintenance practises, systematic

control of monitoring and management actions, customer satisfaction,

proper documentation of actions, and consistently high standards of

maintenance work. The safety and quality policy shall take into account

human factors and human performance.

10 PERSONNEL REQUIREMENTS

The Contractor shall ensure that his employees working on EE equipment

are qualified and experienced HV electricians holding a current “Authorised

Persons” licence or TIBAH approved equivalent and Contractor shall also

ensure that correct operating and work safety procedures are promulgated

and implemented. All other electrical staff must be experienced and

qualified and have a current licence of competency for the type of work for

which they are employed.

The contractor shall appoint a technical manager that shall primarily ensure

that the contractor has available necessary resources and establish and

promote the safety. Also demonstrate a basic understanding of this

directive.

The contractor shall nominate supervisor whose responsibilities include

ensuring that the organization complies with the maintenance

requirements.



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The contractor shall have a man-hour plan showing that the organization

has sufficient trained and qualified staff to perform, plan, and quality

monitor maintenance work. In addition, the organization shall have

procedures to reassess work intended to be carried out when actual staff

availability is less than the planned staffing level.

The contractor shall establish a procedure for the registering and control of

training and competence of personnel involved in maintenance and repair

tasks, management tasks within the organization, and quality monitoring.

The contractor shall ensure that personnel who carry out inspection and

maintenance are appropriately qualified and/or certified for such tasks,

and that personnel who carry out maintenance on ordnance are

appropriately qualified for such tasks.

11 REFERENCE LIBRARY

Ensure that all single line drawings, HV/LV drawings, cable route layouts, circuit index

and diagrams for each system/facility. are available.

Contractor is responsible to update drawings/diagrams if any modifications done and

to submit updated drawings/diagrams to TIBAH.

Establish a reference library to maintain a master copy of all Equipment Technical

Manuals (ETMs), ACs, as-built drawings, and other useful technical data. The technical

supervisor should establish and maintain responsibility for maintaining the technical

reference library and ensure that technical manuals and drawings are kept up to date

and not lost or damaged.

11.1 Equipment Technical Manuals (ETMs)



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ETMs and other manufacturer’s literature form an important part of the reference

library. Obtain two copies of all technical manuals and related manufacturer’s

literature. Retain a master copy in the reference library, and provide a separate copy

for the shop. In addition, keep a copy of each equipment manual at the equipment

location. This facilitates troubleshooting and repairs without the necessity of travelling

back to the shop location to retrieve the manual. Do not remove the master copy of

the technical manual from the reference library as it can easily become misplaced or

lost. In the event the shop copy is lost, make another photocopy of the technical

manual from the reference library instead of releasing the master copy.

11.1.1 Advisory Circulars

Important reference information on installation, design tolerances, and operation of

visual aid equipment may be found in TIBAHH ACs. Include a copy of the ACs covering

the equipment at the facility, along with a copy of this AC, in the reference library.

11.1.2 Other Technical Data

Other reference information that is occasionally useful should also be added to the

library. This might include local electrical codes, engineer’s handbooks, test

equipment manuals, and other general information publications.

11.1.3 As-Built Drawings

Maintain the master copy of all as-built (record) drawings as part of the reference

library. Incorporate modifications to any equipment into the drawings as soon as the



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modification is completed. Give a copy of the “as-built” lighting plan, showing the

location of all cable runs, runway lights, etc., and including the wiring diagrams for the

lighting, engine generator, and the visual aid system, to the field technicians as a

working copy. Install or identify test points at appropriate locations in the field

circuitry and record locations of these test points on the “as-built” drawings.

Immediately update any notations regarding test points or discrepancies in the

drawings made in the field on the master set in the reference library.

12 COMPUTERIZED MAINTENANCE MANAGEMENT SYSTEM (CMMS)

The inspection report should indicate the date of inspection with a summary of his

observations and remarks followed by a detailed report of the facilities inspected and

guidance provided on corrective measures. These inspection reports will be reviewed

and recorded in the CMMS system; Computerized maintenance management system.

CMMS systems automate most of the logistical functions performed by maintenance

staff and management. CMMS systems come with many options and have many

advantages over manual maintenance tracking systems. Depending on the complexity

of the system chosen, typical CMMS functions may include the following:

Work order generation, prioritization, and tracking by

equipment/component.

Historical tracking of all work orders generated which become storable by

equipment, date, person responding, etc.

Tracking of scheduled and unscheduled maintenance activities.

Storing of maintenance procedures as well as all warranty information by

component.

Storing of all technical documentation or procedures by component.

Real-time reports of ongoing work activity.



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Calendar- or run-time-based preventive maintenance work order

generation.

Capital and labor cost tracking by component as well as shortest, median,

and longest times to close a work order by component.

Complete parts and materials inventory control with automated reorder

capability.

PDA interface to streamline input and work order generation.

Outside service call/dispatch capabilities.

13 SPARES PARTS

This paragraph contains guidelines on how to establish a stock of spare parts to be

used for quick repair of equipment/system that fails unexpectedly. The purpose of a

spare parts system is to have the necessary part on hand when a piece of equipment

fails; this will minimize the time the system is out of operation. However, the greater

the number of spare parts stored, the greater the inventory costs. The optimum spare

part system balances the cost of system downtime with the cost of purchasing and

storing spare parts.

When establishing a spare parts inventory, two questions must be answered:

(1) What parts should be stocked?

(2) How many of each part?

Several factors must be considered, including failure rate, part availability, and effect

of the part failure.

13.1 Failure Rate



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The failure rate (or replacement rate) is the product of the expected life of an item and

the number of items in the system. Accurate records of parts used over time will help

immensely in determining a failure rate.

13.2 Part Availability

Part availability refers to the time it takes to secure a replacement part. This usually

means procurement lead time. If a part can be readily procured from shelf stock of a

local supplier, it might not be necessary to add the part to the spare parts inventory; as

it could be purchased when needed or the number of spare parts in the inventory

could be reduced.

13.3 Effect of the Failure

The effect of the failure of a particular spare part depends on how important the part

is to the equipment it is installed in, and how vital the equipment is to airport

operations. As experience is gained with the system, other parts may be added or

deleted from the inventory. The impact of a part’s failure should be considered when

building a spare parts inventory.

13.4 Part Identification

An important part of maintaining a spare parts inventory is accurately cataloguing the

parts on hand by manufacturer’s part number. This is important to ensure that the

correct part is used in a broken piece of equipment; many optical parts are visually

similar but vary significantly in performance. The use of the manufacturer’s part

number is also vital when reordering; if a part is ordered by its generic name, the

manufacturer may send a later version of the part which is incompatible with the



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existing system. It is extremely important to maintain manufacturer’s data which

reflects your equipment, describing the type, model number, and serial number

details.

13.5 Use of Original Equipment Manufacturer (OEM) Part

The use of non-OEM parts is strongly discouraged. This could possibly lead to serious

liability consequences. In the case of runway and taxiway lighting fixtures, the use of a

generic, non-approved lamp can render the photometric output of the fixture out of

specification with disastrous results in light output and, consequently, safety of low

visibility operations.



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PART III

MAINTENANCE STRUCTURE



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1. STANDARDS AND CODES

Works shall be performed strictly in accordance with latest edition and revision of

Standards & Codes.

Such as standards approved by GACA as is deemed relevant in the performance of the

work, I.C.A.O & Saudi Standards, the professional standards practiced by competent

organizations internationally in the area of airport operations & maintenance and any

relevant manufacturer's recommendations for the existing equipments/-systems at the

airport or that will be provided during the Contract period

1.1. National and Local Standards and procedures

GACA Standards

Saudi Standards

SACO standards

Manual of aerodrome procedures

Environment management plan

Emergency plan

1.2. International Standards International Civil Aviation Organization (ICAO)

Manuals

ICAO Annex 14

Aerodrome Design Manual (ICAO Doc9157)

Part 1 - Runways Part 2 - Taxiways, Aprons and Holding Bays Part 3 - Pavements Part 4 - Visual Aids



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Airport Planning Manual (ICAO Doc9184)

Part 1 - Master Planning Part 2 - Land Use and Environmental Control Part 3 - Guidelines for Consultant/Construction Services

Airport Services Manual (ICAO Doc9137)

Part 2 - Pavement Surface Conditions Part 3 - Bird Control and Reduction Part 5 - Removal of Disabled Aircraft Part 6 - Control of Obstacles Part 7 - Airport Emergency Planning Part 8 - Airport Operational Services Part 9 - Airport Maintenance Practices

Manual of Surface Movement Guidance and Control Systems (SMGCS) (ICAO

Doc9476)

Air Traffic Services Planning Manual (ICAO Doc9426)

2. MAINTENANCE PURPOSE

Maintenance includes a set of measure meant to keep or restore the operational

function as well as measures to check and to evaluate the present function of an

element.

Inspection

Preventive Maintenance

Repair

The purpose of the maintenance organization is to ensure the maximum availability of

any given system at a minimum cost in man-hours or funds. “Availability” and “costs”



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are relative terms; they must be interpreted for the airport. In addition, operational

factors are a major consideration in determining what maintenance is required.

Airports with heavy traffic may require more frequent maintenance servicing than

those used only by light traffic. The maintenance operations include maintenance

planning, preventive maintenance inspection, visual inspection, repair, installation,

calibration, and unscheduled maintenance procedures. Maintenance procedures,

including the work order and documentation required, may vary between airports.

The purpose of this document is to provide the minimum maintenance procedures

required for safe and efficient operations.

3. THE ORGANIZATION OF MAINTENANCE

The organization of maintenance must take into consideration three main factors,

which are :

Inspection (PI)

Preventive maintenance(PM) including servicing and overhaul

Corrective Maintenance (CM)

Maintenance programs are developed on the basis of the performance indicators

recorded and the inspection accounts as well as following the recommendations of

reference documents conceived so as to help use appropriately the resources

available.

All maintenance programs must be reviewed once a year.

Once updated, these programs will make it possible to:

predict the needed staff

execute the scheduled maintenance operations



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Delay interventions when unforeseen circumstances prevent respecting the

schedule.

Compare the works completed with the tasks planned in the work schedule,

and this in turn will allow senior officials to control both the program’s

progress and the maintenance budget.

Regardless of the actual maintenance routines decided upon, the following elements

are essential to any controlled maintenance program. The maintenance procedures in

this manual are considered minimum guidelines:

Document the service checks that comprise the maintenance program.

Record the performance of each maintenance action scheduled or

unscheduled.

Document repairs and troubleshooting performed on each piece of

equipment and the results of those actions as well as the symptoms related

to the malfunction. This allows for more rapid troubleshooting of similar

problems at a later date.

4. THE MAINTENANCE PLAN

The periodic maintenance programs for the different elements of the airport’s systems

and infrastructure should be elaborated on the basis of the recommendations of the

reference documents and the performance indicators collected during systematic

inspections, and must be adapted to the staff available and in conformity with diverse

technical norms in force, especially those of the ICAO.

Development planning must begin with an inventory of all elements of the

department. In the second phase of the numbers will be assigned to the various



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inventory items which will be defined more easily by following their maintenance

schedules

The key principle is to ensure availability when the fields concerned directly affect the

following properties:

Safety

Continuity of service

Quality

Cost

This work must indicate the three major axes derived from the plan until it deduces the

day’s program :

The elaboration of a program must take into consideration the following factors:

The number of personnel available

The duration of the operation to be programmed.

The state of the zone or of the element of infrastructure in question

The budget allocated and the monetary value of the operation

The tools needed for the operation

National and ICAO recommendations and norms.

Airport operations

5. PERFORMANCE INSPECTION

Inspection comprises all the measures of checks and evaluation of the state of an item,

including isolated control actions and periodic checks, the latter being carried out

following a plan that defines the preparation for an inspection together with its

modalities, and the mechanism for collecting data and evaluating results.



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The visual survey represent the primary investigation approach the maintenance

service must ensure in order to evaluate the level of degradation.

6. PREVENTIVE MAINTENANCE

The term preventive maintenance refers to a program of regular inspection and service

of equipment designed to reveal potential problems before they become real, and to

take proper corrective measures. These preventive maintenance inspections may also

include proof testing and complete apparatus test. The objective is to increase the

availability and reliability of equipment and systems and to minimize equipment

operating problems and prevent failures by making minor repairs before major

operating difficulties.

For electrical, mechanical and electronics facilities it is defined as activities designed to

inspect, adjust, repair or replace the component parts found to be outside permissible

tolerances.

7. PREDICTIVE MAINTENANCE

We can consider the Predictive maintenance as a part of the preventive maintenance

using new technologies of diagnostic capabilities

Predictive maintenance attempts to detect the onset of a degradation mechanism with

the goal of correcting that degradation prior to significant deterioration in the

component or equipment. The diagnostic capabilities of predictive maintenance

technologies have increased in recent years with advances made in sensor

technologies.

In this manual we will limit the scope to Infrared termography and oil analyses.



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Pu

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Ele

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Die

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Cir

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Vibration

Monitoring/Analysis X X X

Lubricant, Fuel Analysis X X X X

Infrared Thermography X X X X X X X X X

7.1. Thermography

Infrared (IR) thermography can be defined as the process of generating visual images

that represent variations in IR radiance of surfaces of objects. Similar to the way

objects of different materials and colors absorb and reflect electromagnetic radiation

in the visible light spectrum (0.4 to 0.7 microns),any object at temperatures greater

than absolute zero emits IR energy (radiation) proportional to its existing temperature.

7.1.1. Electrical System Applications

The primary value of thermography inspections of electrical systems is locating

problems so that they can be diagnosed and repaired. “How hot is it?” is usually of far

less importance. Once the problem is located, thermography and other test methods,

as well as experience and common sense, are used to diagnose the nature of the

problem. The following list contains just a few of the possible electrical system-related

survey applications:

• Transmission lines

o - Splices

o - Shoes/end bells

o • Inductive heating problems



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o - Insulators

o • Cracked or damaged/tracking

Distribution lines/systems

o Splices

o Line clamps

o Disconnects

o Oil switches/breakers

o Capacitors

o Pole-mounted transformers

o Lightning arrestors

o Imbalances

Substations

o Disconnects, cutouts, air switches

o Oil-filled switches/breakers (external and internal faults)

o Capacitors

o Transformers: Bushings, Oil levels, Cooling tubes, Lightning arrestors,

Internal problems

o Bus connections

Generator Facilities

o Generator: Bearings, Brushes, Windings, Coolant/oil lines: blockage

o Motors: Connections, Bearings, Winding/cooling patterns, Motor

Control Center, Imbalances

In-Plant Electrical Systems

o Switchgear

o Motor Control Center

o Bus

o Cable trays



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o Batteries and charging circuits

o Power/Lighting distribution panels

7.1.2. Mechanical System Applications

With regards to rotating equipment applications, thermography can be used in a

mechanical predictive maintenance program. In addition to the ability to detect

problems associated with bearing failure, alignment, balance, and looseness,

thermography can be used to define many temperature profiles indicative of

equipment operational faults or failure. The following list provides a few application

examples and is not all inclusive:

Steam Systems

o Boilers: Refractory, Tubes

o Traps - Bearings

o Valves • Mechanical failure

o Lines • Improper lubrication

Heaters and furnaces

o Refractory inspections

o Tube restrictions

Fluids

o Vessel levels

o Pipeline blockages

Motors and rotating equipment

o Bearings: Mechanical failure, improper lubrication

o Coupling and alignment problems

o Electrical connections on motors

o Air cooling of motors



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8. CORRECTIVE MAINTENANCE

It is defined as an activity carried out to return a facility to normal operating condition

after a breakdown or where the facility failed to perform to acceptable standard

between Planned Preventive Maintenance activities

Corrective maintenance is a maintenance task performed to identify, isolate, and

rectify a fault so that the failed equipment, machine, or system can be restored to an

operational condition within the tolerances or limits established for in-service

operations.

Corrective maintenance can be subdivided into "immediate corrective maintenance"

(in which work starts immediately after a failure) and "deferred corrective

maintenance" (in which work is delayed in conformance to a given set of maintenance

rules).

Proper maintenance or repair of any electrical equipment, systems, requires a

thorough knowledge of engineering, safety and repair techniques and familiarity with

the particular features of the equipment or systems involved. This maintenance

contract cannot and does not deal with the numerous details of every manufacturer’s

equipment and systems necessary for satisfactory and safe repair or maintenance.

Manufacturer maintenance instructions should be consulted.



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PART IV

ENERGY SAVING MANAGEMENT



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1. OVERVIEW

The Rational Use of Energy procedure is set forth within TIBAH general policy

requirements as regards the Rational Use of Energy and the implementation of an

Environmental approach at PMIA International Airport.

1.1 Scope

This procedure applies to PMIA International Airport. It is intended for the technical

and operation staff dealing with high energy consumer equipment and facilities.

1.2 Identification (sources, needs and use of energy)

The Airport uses mainly two sources of energy, namely, electricity and hydrocarbons a.

Electricity are purchased by TIBAH from SCECO in order to meet its own needs as well

as those of other companies operating in the airport.

The needs for Electricity are related to the operation of the Airport infrastructure

mainly, air conditioning, buildings lighting, external lighting, the Air ground Lighting

(AGL) as well the airport specific systems (fire detection, bagage conveyers etc.).

Hydrocarbons are used mainly to operate the standby generators and rolling stocks of

TIBAH.



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1.3 Management Method

TIBAH identifies and assesses its monthly energy projections on the basis of:

The assessment of the Airport infrastructures energy demand,

The inventory of energy consumer facilities,

The technical and energy data of the equipments,

The estimate of the equipment operation time,

The collection of maintenance results and outputs,

The activity evolution.

1.4 Monitoring and analysis of Energy use

TIBAH implements an Energy use Monitoring system. It is a set of tools for the

collection of information and data enabling Energy performance analyses and studies.

The Energy use monitoring is carried out through:

The collection of bills related to the different forms of energy (electricity,

natural gas, hydrocarbons…),

The daily/ monthly record of consumption statements related to each

consumption post,

The monitoring of production variable (number of passengers, rate of

occupancy, meteorological conditions, ...),

The estimation of the demand of posts that haven’t specific metric counters.

The data collected will allow to:

state the consumption balances by type of energy and by post,

state overall consumption rates (monthly and annual variation rates),

state cost ratios and physical ratios,



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state daily, monthly and annual patterns of use by type of energy and

consumption post,

identify eventual dysfunctions and take the relevant corrective actions.

1.5 Energy saving plan

TIBAH Energy Management and Saving Plan is based on:

the collection of energy relatied data,

the inventory of energy consumer equipment and facilities,

the implementation and monitoring of a relevant metering plan,

the monitoring of installations energy performance thresholds,

the development of an accurate and reliable data base,

the application of guidelines to reduce energy consumption within the Airport,

the implementation of a reliable and rapid data analysis system,

the good coordination between the involved parties,

the training and awareness raising,

the use of energy saving models and programs.

the assessment of maintenance quality and results.

1.6 Energy performance assessment

Energy Audit

It is a "Diagnosis of energy consumption within the Airport through the

implementation of studies and controls aiming at assessing the level of Energy

performance, analysing shortcomings causes and proposing corrective actions".

TIBAH will appoint an Approved Audit Expert for the performance of an Energy audit in

compliance with standards and regulations requirements.

Infrared thermograph



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Infrared thermograph can detect problems in power systems (surge etc.) or heat loss

(leaks in the insulation of a building etc.). It is an effective way to ensure compliance of

electrical installations and reducing energy consumption.

Exhaust gas analysis

Are not considered in this manual, however TIBAH is intending to introduce this

predictive maintenance application at the operation of the new terminal construction

phase.

Applicable to boilers, generators, vehicles ... This method allows assessing the

performance of the machine and preventing defects of energy conversion.

2. INFORMATION AND COMMUNICATION

Display and communication of energy indexes

Training program

Awareness raising program

Raising awareness sessions on energy saving will be carried out on a regular basis

(optimising use of air-conditioning, turn-off of light and computer when living one’s

office…)

A Good practice guide will be prepared for the whole staff of the Airport. Any person

performing a task in the Airport will be advised about the importance and benefit of

implementing a rational management of energy.



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MONTHLY ENERGY CONSUMPTION FOLLOW UP IN PMIA INTER. AIRPORT MONTH: ….. YEAR: ….

Energy source Dep Consumption Observations

Gasoil

Gasoline

Natural Gas

Not for 2012

Electricity

Other sources :

Not for 2012

Signature Control Agent: Company Responsible: Date: Date: Name: Name: Signature: Signature:



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ELECTRICAL ENERGY MIDDLE VOLTAGE CONSUMPTION FILE. HV SUBSTATION – LIGNE L…ELECTRICAL METER

MONTH: …. The … /... / 20...

Cos φ ……………………

Registered Energy (kWh)

Index Electrical Meter

Old New

……………….. ……………….. ……………….. PH 1

……………….. ……………….. ……………….. PH 2

……………….. ……………….. ……………….. PH 3

……………….. ……………….. ……………….. ∑ of energy

……………….. ……………….. ……………….. Day

……………….. ……………….. ……………….. Pick time

……………….. ……………….. ……………….. Night

……………….. ……………….. ……………….. Evening

……………….. ……………….. ……………….. Reactive Energy

Maximum Power demand (subscribed power) 06 (MVA)

Power (KW) Date Hour

Day ..................................... ..................................... .....................................

Summer Pick ..................................... ..................................... .....................................

Winter Pick ..................................... ..................................... .....................................

Night ..................................... ..................................... .....................................

Phase Voltage (V) Current (A)

V1 …………………. I1 ………………….

V2 …………………. I2 ………………….

V3 …………………. I3 ………………….

Technician : Responsible :



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MONTHLY ELECTRICAL CONSUMPTION FILE BY SUBSTATION

MONTH: ….. YEAR: ….

Energy consumption according to the

Power Logic (kWh)

SST Transformer Power LVSG

Index Registered Energy Old New



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PREMISES FEEDED BY POWER HAVING ELECTRICTY METERS


Concessionaire Room Code

Old index

New index

Consumption (KWh)

Energy



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FOLLOW UP OF DIESEL CONSUMPTION OF THE GENSETS


Generator

designation

Hour index at the

beginning of the

month (H)

Hour index at the

end of the month

(H)

Total

Functioning

time

Quantity of

Diesel

Consumed

Total consumed diesel

Total diesel quantity the ………….

Total diesel quantity the …………..

FOLLOW UP OF PHYSICAL VARIABLE WHICH AFFECT THE CONSUMPTION



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Passengers Number

Total number of movements

Number of night movements

Number of employees

External temperature average

Setting Temperature

Building surface

Total covered surface (m2)

Total air conditioned surface (m2)

Total heated surface (m2)

Type of regulation of the air condition

Lighting Scenario* / power

Cooling Scenario** / power

New installation / Building / events

Trouble shooting / Service stopping

Electrical energy cut from STEG (in Hours)

Considerable maintenance operations

*Lighting Scenario: describe the scenario, functioning hours, consumed power by zone, regulation type, total functioning hours… **Cooling scenario: describe the scenario, functioning hours / chiller, consumed power / chiller, regulation type, total functioning hours / chiller…

3. WATER CONSUMPTION MANAGEMENT METHOD



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The potable water intake from Municipality system is equipped with a water meter

(volumetric and tachometric) showing the water consumption of the airport in real

time.



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FOLLOW UP OF POTABLE WATER CONSUMPTION


Day Water consumption for

irrigation (m3)

Consumption of Potable

water (m3) Total Consumption (m3)

Tanks Municipality

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

Daily average (m3)

Monthly consumption (m3)

Analyses and comments



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4. ENERGY EFFICIENCY, SAVING AND COST

the greatest cause of electric energy waste is controls that do not reduce energy

consumption because they have failed or are improperly calibrated or controls that

have been over-ridden or disabled rather than calibrated correctly.

It has been estimated that O&M programs targeting energy efficiency can save 5% to

20% on energy bills without a significant capital investment (PECI 1999). From small to

large sites, these savings can be considerable for a year, and many can be achieved

with minimal cash outlays.

4.1. Human Systems

Adjust thermostat settings so that room temperatures of occupied areas are

78ºF/25°C during cooling season.

Move thermostats from areas next to windows, doors, heating or cooling

units to areas which reflect temperatures of conditioned spaces more

accurately.

If thermostat cannot be moved, protect it from the source creating

fluctuation.

Turn off cooling system or close registers.

Consolidate activities to reduce building usage where possible.

Reschedule cleaning and maintenance activities during daylight working

hours where possible.

Where scheduling is not possible, use lights and equipment only in those

areas where individuals are working.



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Discontinue air conditioning of these areas.

Turn off all air conditioning units when building is unoccupied.

Install appropriate automatic controls, e.g., time clocks.

Post signs displaying proper thermostat setting.

Replace defective thermostat with non-adjustable pre-set thermostats.

Reduce energy consumption with blinds, curtains and other window-

covering devices.

Inform staff to use natural lighting and solar heat gain when appropriate.

Repair damaged shading devices.

Install devices where needed.

Remind staff and trainees and newly hired personnel of good energy

conservation techniques through the utilization of Energy Conservation

Plaques.

Instruct staff on importance of conservation of electrical energy.

Utilize only necessary lighting in large areas.

Instruct staff to keep doors and windows closed while building air is being

conditioned.

4.2. Structural Systems

Realign doors that do not close properly.

Replace or readjust automatic door closing.

Repair or replace thresholds and/or gaskets.

Repair or replace weather stripping.

Realign windows that do not close properly.

Permanently seal those which cannot be properly aligned.

Caulk and weather strip windows.



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Replace any broken or cracked windows.

Insulate the upper portion of each window.

Ensure that all areas of potential air infiltration are sealed, using quality

caulking materials.

Cover all window cooling units when not in use to prevent air leakage

through the units.

Caulk and seal around entire skylight.

Be certain glass or plastic is in good condition to prevent infiltration and

conditioning loss.

Install an additional glass of plastic barrier to reduce heat loss, i.e. double

glaze.

Insulate skylight with a translucent insulating material.

4.3. Lighting Systems

Replace burned-out incandescent lamps with lower wattage types, where

possible.

Consider replacing incandescent lamps with lower-wattage, self-ballasting

mercury vapour bulbs in large areas. (Note: Be sure at least one

incandescent bulb is left in to provide a safety light should be mercury

vapour lamps be accidentally turned off.)

Discontinue use of extended service lamps in locations where they can be

replaced easily.

Remove or disconnect ballasts. (Note: Although they appear inactive,

ballasts consume significant amounts of electricity even though the lamps

have been removed.)

Replace defective fluorescent tubes with more efficient and lower wattage

types.



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Replace burned-out ballasts with more efficient, lower wattage electronic

models.

Do not replace defective fluorescent tubes in areas where delamping is

feasible. In four-lamp fixtures allow two lamps to remain, disconnecting

appropriate ballasts.

Do not replace burned-out incandescent bulbs in areas where delamping is

feasible.

Clean lamps, tubes and fixtures regularly.

Replace yellowed, cracked and defective light diffusers as needed.

Clean walls regularly.

Repaint with light reflective, non-glossy colors to enhance illumination.

Clean windows on a routine basis

Use drapes, blinds and curtains to increase natural light gain.

Replace 150-watt security flood lights with 75-watt lamps.

Consider blacking-out building and grounds during unoccupied night time

periods. (Note: Some school districts have had success with this program.)

Consider using remotely monitored intrusions alarms.

Reduce hours of operation of exterior lights.

Ensure proper functioning of photocell controls.

4.4. Mechanical Systems

Reduce the boiler’s firing rate. (Desalination Plant).

Clean lighting fixtures regularly.

Maintain and refinish lighting reflectors, as required, to obtain maximum

illumination.

Use only lights required during night practice periods.



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Recalibrate thermostats and controllers.

Bleed and clean pneumatic lines, if applicable.

Clean contacts of electrical control system, if applicable.

Turn pilot(s) off on prescheduled date, Desalination Plant.

Post a reminder in boiler/furnace room of pilot reactivation date,

Desalination Plant.

Replace damaged or missing insulation.

Check for proper oil pressure. Adjust as required.

Confirm that oil is at proper temperature and free-flowing.

Inspect burner nozzles for cleanliness and correct spray angles.

Verify proper air to fuel ratio by routine flue gas analysis.

Reduce firing rate.

Remove soot from tubes during routine maintenance.

Remove scale deposits, sediments and precipitates on waterside surfaces.

(Note: Rear portion of boiler is more susceptible for scale formation).

Repair all damaged or worn boiler insulation, refractory, brickwork and

boiler casings.

Repair or replace solenoid valve if fire does not cut off immediately when

unit shuts down.

Reset hot water temperature. Limit switch to a higher setting if burner short

cycles.

Reduce firing rate.

Open air vents and bleed off air until water appears.

Repair or replace faulty thermostats.

Check pneumatic lines for proper functioning.

Replace faulty valves.



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Check water pumps for proper operation. Make necessary adjustments.

Check boiler for correct operating temperature. Correct as required.

Remove objects which may be obstructing heating units.

Reduce outdoor air quantity to the minimum allowed by codes by adjusting

appropriate dampers.

Be sure that outdoor air dampers are closed when building is unoccupied.

Check all outdoor dampers for defective seals and for proper closure.

Repair, if needed.

Place pegboard over the outside of the fresh air inlet.

Utilize outside air for cooling rather than refrigeration units whenever

possible.

Be sure the economizer cycle is operating properly.

Disconnect unnecessary exhaust fans and cover grill to prevent conditioned

air loss.

Re-write special exhaust fans to operate only when room is occupied.

Schedule all other exhaust fans to operate only when needed.

Program exhaust fans with time clocks or other controls.

Check damper linkage. Adjust for proper closure.

Readjust indicators to indicate damper positions.

Reduce air volume to eliminate “draft effect”.

Remove objects obstructing air flow; clean diffusers, registers and grilles.

Balance air flow system, if required.

Restrict outdoor air intake when not using economize cycle.

Insure that control dampers and valves especially the economizer cycle are

working properly.

Calibrate thermostats and controllers.



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Clean thermostatic controls.

Determine if temperatures remain in comfort zone when boilers are shut

down during cooling.

Adjust compressor controls so that unit # 2 will not start-up until unit # 1

can no longer satisfy cooling demand.


Clean condenser and evaporator coils, fins and tubes. Remove if necessary.

Clean or replace air filters.

Ensure that fire and balancing dampers are open and in correct positions.

Verify that fan is rotating proper direction.

Remove and clean the strainer if frost or sweat is visible at the strainer

outlet.

Inspect and clean all coils (including dehumidification coils) regularly.

Clean dirty condensers. Dirty condensers increase system pressure, causing

a decrease in system efficiency.

Repair or adjust defective compressor valves. These can be identified by

high discharge temperatures.

Check valves and fittings. Replace as required.

Check for faulty of fused electrical control circuits. Repair or replace as

required.

Check for faulty of fused electrical control circuits. Repair or replace as

required.

Ensure that liquid line solenoid valve is not leaking or suck open.

Inspect all compressor valves. Take corrective action if needed.

Clean evaporation and condenser coils. Clean liquid line strainer if clogged.

Reset high/low pressure control differential settings if needed.



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Reset hater thermostat to 105ºF to 115ºF or to local code requirement. This

may require installing a “booster” for the kitchen.

Turn off re-circulating pump(s) when building in unoccupied.

Repair all leaks.


Utilize heater’s “vacation cycle” during extended vacation periods.

Use a time clock or automatic controls to restrict the duty cycle.

Install inexpensive flow restrictors in lines or faucets.

Use a flue gas analysis to maintain proper air-to-fuel ratio.

Experiment with ventilation/exhaust system to attain minimum air

displacement and still meet code.

Program operating of exhaust fan.

Ensure that fans and hoods are properly sized to prevent excessive

ventilation of other areas of building. Reduce fan speed if necessary.

Turn on electrical equipment only when needed; keep it off when not

required.

Clean refrigeration coils regularly. Be sure coils have sufficient air circulation

space.

Move refrigerator and/or freezer away from any heat source.

Check (and replace, as required) gaskets on refrigerator, freezer and oven

doors for proper seal.

Keep refrigerators full.

Operate dish washer only with full-loads.

Train employees to conserve hot water.

Cook with lids in place on pots and kettles.

Thaw frozen foods in refrigerated compartments.



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Use fans to cool people not heat sources.

Do not allow refrigerator/freezer doors to remain open.

Avoid preheating ovens. (Studies indicate preheating is unnecessary even

for baked goods, if food is allowed to remain in oven several minutes after

oven is turned off).

Train staff to keep lint filters in dryers and exhaust hoods clean.

Reschedule laundry operation to avoid electrical peak demand hours.

Wash and dry full loads only.

Develop concise operating instruction for each piece of equipment. Post

Energy Conservation Plaques.

Reduce washing and drying cycles. Studies indicate that accepted washing/

drying times are excessive for most items.

Turn on office machines only when needed, e.g., copiers, coffee urns,

typewriters.

Use special high-demand equipment such as kilns and electric welders in

low demand periods.



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PART V

SAFETY



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1. SAFETY ISSUES

Safety is the responsibility of each individual, regardless of position. Safety must be

practiced daily in every maintenance activity that is performed. The safety program should

include preventive safety precautions used when servicing the equipment and first-aid

procedures for use in the event of an injury.

1.1. Common Causes Of Accidents

Some common causes of accidents are listed below:

Working on equipment without adequate coordination with equipment users.

Working on equipment without sufficient experience on that equipment.

Failure to follow instructions in equipment manuals.

Failure to follow safety precautions.

Failure to properly lock out equipment.

Using unsafe equipment.

Becoming lax due to working in a familiar environment.

Poor housekeeping of work areas.

Working at unsafe speeds.

The number one cause of accidents is working at unsafe speeds. This is often the main

contributing factor in failing to follow proper safety guidelines in all the other causes

outlined in the list above. The perception that there is not enough time to take proper

safety precautions or think through the proper procedures has the potential for causing an

accident. Even in emergency repair situations, care must be taken to make the time to

follow proper safety procedures to avoid injury or death.



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1.2. Safety Procedures And Guidelines

Most visual aids are exposed to weather and moisture and may develop electrical shock

hazards through damage from lightning or insulation deterioration from exposure. Begin

maintenance procedures only after a visual inspection has been made for possible hazards.

Due to the danger of lightning, lighted navigational aids should not be serviced during

periods of local thunderstorm activity. Develop and implement a set of action plans to

follow in the event of an accident occurring. Ensure that positive responsive actions take

place within moments of accident notification by establishing and having in place a known

set of predetermined responses. Precious seconds are saved getting medical assistance to

those in need when action plans are in place. Rehearse and review action plans regularly.

Electrical Hazards Of Series Lighting Circuits

Airport lighting circuits, by their nature, are very dangerous. This is especially true for

the uninformed electrician with little or no experience working on constant current series

circuits. Airport lighting circuits can operate at potentials of several thousand volts

depending on the size of the regulator driving the circuit and the load.

There are three basic rules to remember when working on and around airport lighting

circuits:

assume that the circuit is energized until you have proven otherwise. ALWAYS

check for current before disconnecting the series circuit connector, removing the S1

cutout, or opening the primary series circuit by any other means. Make it a required

practice to check the circuit with an ammeter prior to breaking the connection – NO

EXCEPTIONS. Never attempt to measure voltage in a series lighting circuit using

ordinary volt meters. An inductive voltage measuring device (sometimes referred to

as a “ticker”) such as is described in chapter 4 may be used to detect the presence of

induced voltage on a series lighting cable after checking for the presence of current.



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Always use a true RMS clamp-on type ammeter to verify if the circuit is energized.

ALWAYS check the operation of the test equipment on a known live circuit before

and after measurements are taken.

NEVER under any circumstances break a live series circuit. The voltage generated in

the circuit can reach levels many times normal before the regulator’s open circuit

protection can shut it down. As long as a current flow can be maintained, even if it

is through you, the regulator will continue to operate. This is one of the reasons

that series circuits can be so hazardous to work around. By their nature, there is no

personnel protection provided such as might be found on parallel interior wiring.

NEVER enter a manhole with energized conductors and never handle cables or

transformers in light base cans while there is current present. Cables or connectors

can have cracked insulation where it is not visible or may be deteriorated and fall

apart, exposing you to circuit conductors.

Induced Voltages.

Series circuits are typically run from the transformer vault in duct banks where the wires are

lying parallel to each other in close proximity. Voltages may be induced in an otherwise un-

energized conductor and may be a hazard when troubleshooting and testing. Circuits that

have a load that varies due to flashing action of runway guard lights or REIL strobes are

particularly prone to induce voltages in other conductors due to the pulsing characteristics

of the voltage and current in these circuits. Always check for induced voltages before

handling an airfield lighting series circuit conductor.

Re-lamping.

The most common lighting maintenance task on the airfield is re-lamping of runway and

taxiway lighting fixtures. Depending on the type of fixture, this may be accomplished in the

field or, as in the case of most inset lights, the entire fixture is removed, replaced, and

brought to the maintenance shop for refurbishing. The greatest unseen danger to you is re-



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lamping or removing the fixture with the circuit energized. This has always been a common

practice by airport electricians for convenience and the dangers are often overlooked.

There are two primary hazards associated with this practice. The first occurs when an

isolation transformer has a primary to secondary short in the windings. Remember that

even though these are referred to as isolation transformers, they were not designed for

personnel protection. They are merely designed to isolate the secondary from the primary

circuit to allow the circuit to continue to operate with a lamp burned out. A transformer

with a primary to secondary short may not cause a circuit malfunction and could therefore

remain unnoticed in normal operation with a live primary. This exposes you to the full

voltage present on the primary circuit and can be especially dangerous if another short is

present on the primary circuit. When that happens, you can become the path to ground for

the full primary current, a circumstance which is almost always fatal. This condition is

especially dangerous when working with inset lights and removing them from the light base

can while the circuit is energized. As soon as the fixture is unbolted and lifted from the can,

you become the path to ground. Some have tried to alleviate this hazard by attaching a

ground wire from the bottom of the light fixture to a grounding lug on the inside of the can.

However, you cannot know if the wire is truly connected until you remove the fixture, at

which time it is too late.

The second hazard encountered when re-lamping an energized light fixture is from the open

circuit voltage present at the secondary of the transformer. The open circuit voltage

present on the secondary of the transformer is proportional to the size of the transformer.

The open-circuit secondary voltage on a 300 watt transformer is approximately 110 volts.

Moreover, depending on the materials used in the design of the isolation transformer and

the type of regulator powering the circuit, relatively high voltage peaks can be generated.

The duration of this peak varies inversely with the size of the transformer (i.e. larger

transformers have shorter durative spikes). Because of their size and duration, the peak



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voltages can create an unsafe condition for maintenance personnel. Therefore, we

recommend that you perform re-lamping of the series lighting circuits with the circuits de-

energized, especially during the re-lamping of fixtures with exposed contacts. If this is not

practical, where appropriate insulating gloves with leather gauntlets during re-lamping

procedures.

A final hazard that is present when re-lamping any type of fixture, whether in the field or at

the maintenance shop, is the danger of cuts from broken lamps. Many times when an

airfield lamp fails, the glass envelope becomes cracked or brittle and can break during the

removal process. Always wear leather gloves when removing lamps to prevent your hands

from being cut in the event of a lamp shattering.

1.3. Safety Practices

When you perform maintenance on airport visual aids, use the following safety practices:

Ensure that workers are trained and familiar with electrical safety.

Strictly observe safety rules.

Ensure that commercial test equipment is Underwriters Laboratory (UL) approved

and rated for the voltage under test or for the application.

Prior to beginning any maintenance work on airport lighting circuits, coordinate the

work schedule with the tower, facility manager, or airport operations personnel.

Make sure circuits will not be energized during maintenance by observing strict lock-

out tag-out procedures for the equipment and obtain authorization for local control

if equipment is normally operated from a remote control point.

Where maintenance work is to be accomplished on a high-voltage circuit, assign at

least two electricians, with at least one having a thorough knowledge of the layout

of all airport high-voltage circuits.



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Because performing maintenance on many lighted visual aids requires workers to

traverse the active airfield, all workers shall be fully knowledgeable of air traffic

control and radio communication procedures. Workers shall be fully familiar with

airport runway and taxiway layout to avoid any possibility of runway incursions. All

air traffic control instructions shall be read back to the controller and if the worker

has any question regarding the instructions of the controller, the worker shall ask

the controller to repeat the message. All vehicles operated within the aircraft

operations area shall be properly marked and lighted per FAA AC 150/5210-5,

Painting, Marking and Lighting of Vehicles Used on an Airport.

If you are the observer electrician, your duties include:

Keeping other personnel not involved in the work clear of the equipment.

Being familiar with power disconnects and immediately disconnecting the power

source in case of emergency.

Being qualified in first-aid and prepared to render emergency care if necessary. You

should bear in mind that prevention of an electrical accident is of primary

importance even though first-aid treatment is available.

Observing the work being done to detect and warn against unsafe practices.

1.4. Personal Safety Precautions.

Every electrician should adopt the following common sense safety precautions as standard

procedure:

Know the location of main power disconnect devices.

Know how to summon medical aid.

De-energize circuits by removing necessary fuses using properly insulated fuse

pullers or by turning off and locking out circuit breakers or other disconnecting

means. Consult circuit diagrams to identify all fuses, breakers or disconnects



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involved. Remember that removal of a fuse does not remove the voltage from the

“hot” fuse clip. Discharge all capacitors.

Do not depend on interlocks to remove power or on indicating lights to signal that

power is off. Verify that power is off by using a voltmeter and/or ammeter on the

component after opening the power switch. Verify operation of voltmeter (or

ammeter) on known live circuit before and after measurements are taken.

Insulate your feet by standing on a dry rubber mat. Remember, however, that

contact with the grounded equipment cabinet could nullify this protection.

Stay clear of terminals, leads, or components that carry voltages of any magnitude.

Also, avoid contact with components that are grounded, including the frame.

Shut down and de-energize the equipment when it is necessary to reach into the

equipment in locations where rapid and direct withdrawal of the hand is not

possible. In any case, only one hand should be exposed, with the other hand kept

away from contact with voltages or ground.

Be certain that there is no power applied to a circuit when making a continuity or

resistance check (the meter will be damaged and you could be injured).

Ground test equipment to the equipment under test unless otherwise specified in

instruction manuals.

Place a warning sign, such as “DANGER - DO NOT USE OR OPERATE,” at the main

switch or circuit breaker, and provide a lockout for the circuit on which you will be

working. Follow direction of local facility lock-out tag-out procedures manual.

Do not wear jewelry, wristwatches, or rings while working with electrical equipment.

Keep clothing, hands, and feet dry if at all possible.

Use the correct tool (screwdriver, alignment tool, etc.) for doing the job.

Never use toxic or flammable solvents for cleaning purposes.



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Where air pressure is required for cleaning, use a low-pressure (30 psi or less) air

source. Eye protection (goggles or face mask) is necessary when using compressed

air for cleaning.

Wear goggles and safety shoes when around high voltage.

Do not take anything for granted when working with inexperienced help.

1.5. Safety Boards

Locate a plywood board for posting safety procedures and a pegboard for mounting safety

equipment in the airport lighting vault, switchgear rooms, engine generator rooms, and

other appropriate locations. In addition, provide a telephone for emergency use as well as

regular communications use. Recommended safety procedures and safety items to be

included on or adjacent to safety boards are as follows:

Accident and fire procedures.

Emergency telephone numbers, such as doctor, hospital, rescue squad, fire

department, airport operations, police and Air Traffic Control Tower (ATCT).

Resuscitation instructions.

Resuscitation equipment.

First-aid kit.

High-voltage disconnect (hot) stick.

Non-conductive body rescue hook.

Rubber gloves rated for maximum voltage present with leather gloves and

protective storage bag.

Insulated fuse puller.

Non-metallic flashlight

Grounding stick.

Safety posters and bulletins.



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Portable non-conductive warning signs with non-conductive hangers.

Fire extinguisher of proper type rating for electrical fires.

Emergency eyewash station if not provided elsewhere in building.

Automatic External Defibrillator

1.6. Safety Checklist

Complete a safety inspection on a monthly basis to ensure that the safety board’s contain

all required items and that test equipment is in a safe operating condition. Retain the

completed checklist on file for at least one year.

1.7. Safety Equipment In Vehicles

All vehicles operated on the airfield should have a properly sized fire extinguisher and first

aid kit. Equip all vehicles and/or personnel with radio communication to be available to

summon help in an emergency. Mark and register all vehicles appropriately. Equip all

vehicles with a lighted warning beacon and a copy of current Airport (ATC) Procedures and

Ground Vehicle Guide to Airport, Signs and Markings.

1.8. Electric Shock

An electric shock is the passing of an electric current through a person. The amount of

damage depends on the amount of voltage and current to which the person is subjected.

Voltages between 200 and 1000 volts at commercial power line frequencies are

particularly harmful since, under these conditions, heart muscle spasm and paralysis

of the respiratory centre occur in combination. However, lower voltages can also

prove fatal, as evidenced by records of deaths caused by 32 volt farm lighting

systems. The body response to current is a follows:

5 to 15 mA stimulates the muscles



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15 to 19mA can paralyze the muscles and nerves through which it flows

25 mA and above may produce permanent damage to nerve tissues and

blood vessels

70 mA and above may be fatal.

The injurious effects suffered during electric shock depend upon the path of the

current through the body. The current path will take the most direct route through

the body from the two points of contact. For this reason, any current path which

involves the heart or the brain is particularly dangerous. Therefore, keeping one

hand clear of the equipment will eliminate the possibility of a current path from arm

to arm.

1.9. Safety Training

Establish a safety training course and present to all employees. Present follow-up training

on a periodic basis to ensure that employees are safety motivated. Include first aid and CPR

(Cardio-Pulmonary Resuscitation) training in the safety training course. The safety course

shall include driver safety training and proper procedures on contacting local emergency,

police, and fire agencies

1.10. Safety Warning Signs/Danger Tags

The following discusses the use of warning signs on high voltage equipment.

“Danger – High Voltage” Sign.

Permanently place “DANGER – HIGH VOLTAGE” signs on all fixed electrical equipment

where potentials of 500 volts or more terminal-to-ground are exposed. Place signs in a

conspicuous location, usually on the outside of the equipment.



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Lock-Out/Tag-Out and Danger Tags.

Each airport electrical maintenance department should have a written lock-out/tag-out

procedure. Equipment or circuits should never be worked on unless locked out and tagged

by the person performing the work. Never trust anyone but yourself. Have your partner

check behind you to make sure the proper equipment is turned off. The lock-out tag should

only be removed by the person who signed it except in some circumstances when verbal

permission has been granted to another person or when the worker who signed the tag is

on vacation, etc. Never rely on the tower controllers to assure electrical safety. The

controllers in the tower are relieved periodically and the next person may not know of the

work that is going on. Always take whatever time is necessary to make sure that the circuit

or equipment you are working on is safe. One of the primary reasons for accidents is when

workers get in too great a hurry and don’t take proper precautions and follow proper safety

procedures. The other main reason is when the electrician lets his/her guard down because

they are working in a familiar environment and becomes negligent about safety procedures.

Locks and Padlocks.

Use built-in locks on switchgear and disconnecting switches whenever the equipment is

tagged, and return the keys to the supervisor responsible for their control. Padlocks need

not be used if it is decided that use and control of such locks would be difficult because of

the type of switchgear and its location. However, use padlocks with “DANGER” tags when

equipment or electrical lines remain out of service or when electrical work has been

discontinued until a later date. When outside contractors are involved, each contractor

should attach and control tags and locks independently.

2. GROUNDING AND BONDING

Never remove, alter, or attempt to repair conductors or conduit systems providing

grounding or electrical bonding for any electrical equipment until all power is removed from

equipment. Warn all personnel of the ungrounded/unbounded condition of the equipment.



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Display appropriate warning signs, such as danger tags, to warn personnel of the possible

hazards.

2.1. Confined Spaces

Be sure to have a plan in place for dealing with confined spaces that conforms to OSHA

standards. Make sure to test the air quality and use an approved blower to ventilate any

confined spaces before entering. This includes any unventilated space especially manholes

and storage tanks. Remember that gases produced by rotting materials, both vegetable and

animal, will displace oxygen. These materials can be commonly found in airport lighting

manholes. When working in manholes and storage tanks with vertical access, personnel

must wear proper Class II or Class III harnesses and be connected to a rescue tripod-

mounted winch mounted above the entrance. Use forced air blowers with flexible ducts to

provide fresh air to confined spaces. Keep vehicles away from air intakes for blowers.

Vehicle exhaust can quickly contaminate the quality of the forced air.

2.2. Lightning

When personnel are subjected to direct lightning strikes, the results are nearly always fatal.

Although extraordinary escapes from direct strikes have been reported, the shock is so

great that survival is rare. The major portion of lightning casualties arises from secondary

effects, such as side flashes and induced charges.

Observe the following rules for personal safety, if possible, during any thunderstorm:

Remain indoors unless absolutely unavoidable. Remember, when on the airfield

YOU are the tallest object and therefore vulnerable to lightning strikes. Stay within a

dry area of a building, preferably away from all metal objects.

If there is a choice of shelter, select the type of shelter in the following order:



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Large metal or metal-frame building

Dwellings or other buildings which are protected against lightning

Vehicles

Large unprotected buildings.

If remaining out-of-doors is unavoidable, keep away from the following:

Small sheds and shelters in an exposed location; in particular, any that house

power equipment.

Wire fences, antennas, supporting structures, or lines; whether telephone,

electric, or otherwise.

Hilltops and wide-open spaces.

Isolated trees.

2.3. Toxic Agents

Toxic agents are poisonous substances that can cause injury by contact or injection.

Substances termed “caustic” or “corrosive” cause the flesh to be eaten away on contact;

the results of contact with these agents range from minor skin irritations to severe burns

such as ;

Carbon Tetrachloride.

Trichloroethylene.

Battery Acids.

2.4. Fire Extinguishers

Conveniently locate fire extinguishers of the proper type, and in good working condition,

near all high-voltage equipment.

When used properly, portable fire extinguishers can save lives and property by putting out a

small fire or containing it until the fire department arrives.



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Portable fire extinguishers, however, are not designed to fight large or spreading fires. Even

for small fires, they are useful only under certain conditions:

The operator must know how to use the extinguisher. There is no time to read

directions during an emergency.

The extinguisher must be within easy reach and in working order, fully charged.

The operator must have a clear escape route that will not be blocked by fire.

The extinguisher must match the type of fire being fought. Extinguishers that

contain water are unsuitable for use on grease and electrical fires.

The extinguisher must be large enough to put out the fire. Many portable

extinguishers discharge completely in as few as 8 to 10 seconds.

How to Use Portable Fire Extinguishers

Remember the PASS system:

P…Pull the Pin

A…Aim the extinguisher nozzle at the base of the flames

S…Squeeze trigger while holding the extinguisher upright

S…Sweep the extinguisher from side to side

ALWAYS make sure the fire department is called and inspects the fire site, even if you think you

have extinguished the fire!

Should You Try to Fight the Fire?

Before you begin to fight a fire:

Make sure everyone has left or is leaving the building

Make sure the fire department has been called

Make sure the fire is confined to a small area and is not spreading

Make sure you have an unobstructed escape route to which the fire will not spread

Make sure you have read the instructions and know how to use the extinguisher.



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Class of Fire Extinguishers

Fire extinguishers are divided into four categories, based on different types of fires. Each

fire extinguisher also has a numerical rating that serves as a guide for the amount of fire the

extinguisher can handle. The higher the number, the more fire-fighting power. The

following is a quick guide to help choose the right type of extinguisher:

Class A extinguishers are for ordinary combustible materials such as paper, wood,

cardboard, and most plastics. The numerical rating on these types of extinguishers

indicates the amount of water it holds and the amount of fire it can extinguish.

Class B fires involve flammable or combustible liquids such as gasoline, kerosene,

grease and oil. The numerical rating for Class B extinguishers indicates the

approximate number of square feet of fire it can extinguish.

Class C fires involve electrical equipment, such as appliances, wiring, circuit breakers

and outlets. Never use water to extinguish Class C fires – the risk of electrical shock

is far too great! Class C extinguishers do not have a numerical rating. The C

classification means the extinguishing agent is non-conductive.

Class D fire extinguishers are commonly found in a chemical laboratory. They are for

fires that involve combustible metals, such as magnesium, titanium, potassium and

sodium. These types of extinguishers also have no numerical rating, nor are they

given a multi-purpose rating – they are designed to Class D fires only.

Some fires may involve a combination of these classifications.

Most Common Types of Fire Extinguishers

Water extinguishers or air-pressurized water (APW) extinguishers are suitable for

Class A fires only. Never use a water extinguisher on grease fires, electrical fires or

Class D fires – the flames will spread and make the fire bigger! Water extinguishers

are filled with water and pressurized with oxygen. Again – water extinguishers can



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be very dangerous in the wrong type of situation. Fight the fire only if you are

certain it contains ordinary combustible materials.

Dry chemical extinguishers come in a variety of types and are suitable for a

combination of Class A, B and C fires. These are filled with foam or powder and

pressurized with nitrogen.

o BC - This is the regular type of dry chemical extinguisher. It is filled with

sodium bicarbonate or potassium bicarbonate. The BC variety leaves a mildly

corrosive residue which must be cleaned immediately to prevent any

damage to materials.

o ABC – This is the multipurpose dry chemical extinguisher. The ABC type is

filled with monoammonium phosphate, a yellow powder that leaves a sticky

residue that may be damaging to electrical appliances such as a computer.

Dry chemical extinguishers have an advantage over CO2 extinguishers since they leave a

non-flammable substance on the extinguished material, reducing the likelihood of re-

ignition.

Carbon Dioxide (CO2) extinguishers are used for Class B and C fires. CO2

extinguishers contain carbon dioxide, a non-flammable gas, and are highly

pressurized. The pressure is so great that it is not uncommon for bits of dry ice to

shoot out the nozzle. They don’t work very well on Class A fires because they may

not be able to displace enough oxygen to put the fire out, causing it to re-ignite.



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CO2 extinguishers have an advantage over dry chemical extinguishers since they don’t leave

a harmful residue – a good choice for an electrical fire on a computer or other electronic

device.

It is vital to know what type of extinguisher you are using. Using the wrong type of

extinguisher for the wrong type of fire can be life-threatening.

2.5. First Aid

First aid is what to do before the doctor comes. It is never a substitute for the medical help.

The maintenance technician should take the lifesaving measures necessary in emergencies,

but avoid doing harm. Many first-aid measures are quite simple and do not require “split-

second speed” in their application. Haste without knowing what one is doing can be worse

than doing nothing at all. At other times, immediate action is essential to save a life or

prevent serious complications; this action can only be taken by someone who is on the

scene when minutes are vital. Learn about first aid before emergencies happen. Be

prepared to give help safely and beneficially when necessary. Contact the American Red

Cross to provide refresher first-aid courses to maintenance personnel to keep them

proficient.

3. WORK ON AIRSIDE AND NOTAMS

Strict precautions must be taken to avoid interference with aircraft operations on that

portion of the aerodrome not closed off to aircraft traffic. all airside work must be, at all

times, coordinated previously with, and obey the instruction of, the Aerodrome Safety

Officer or the maintenance manager and ensuring that each person drives a vehicle in the

air traffic movement area holds a Saudi driving license.



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Personnel working on airside shall use Two Way Radios to be able to communicate on

ground control frequency. All personnel working on airside shall wear reflective jackets,

orange color during their work on airside.

Before making an area unserviceable to aircraft, shall be ensured that TIBA has raised a

NOTAM. No work shall be scheduled which may interfere with aircraft operation until a

NOTAM has been raised.

Any area made unserviceable for aircraft operations by reason of work, shall be marked off

during the day by plainly visible danger markers, and at night by red lights or flares.

When not in use, all equipment must be parked, and materials stockpiled away from the

aircraft movement area.

Where out of necessity vehicles have to cross runways, not closed off for aircraft traffic,

diligent flagmen must be placed so that they can relay signals from airport traffic control

towers to the truckers or operators of other vehicles.

After the completion of the work all the debris shall be removed by the Contractor and the

work site is returned to its original condition.

REF: PMIA/TIBAH/TECH 001 Maintenance Organization TIBAH AIRPORTS TECHNICAL DIRECTORY MAINTENANCE DEPARTMENT MADINAH AIRPORT PMIA MAINTENANCE ORGANIZATION

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