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C.M. > Module 4 Communications and Community relations > Flashcards

Module 4 Communications and Community relations Flashcards

1
Q

Public Information Officer

A

Refers to the necessity and ability to communicate essential information to the airport and community stakeholders. Primarily concerned with building good relationships and enhancing the image of the airport

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2
Q

Air Service Development

A

Attempts to bring new or to grow existing, commercial air service to airports

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3
Q

Roles of Airport Executives

A
  1. Entrepreneur
  2. Public official
  3. Resource allocator
  4. Negotiator
  5. Figurehead
  6. Liaison
  7. Spokesperson
  8. Manager
  9. Cheerleader
  10. Information disseminator
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4
Q

Airport Executive as a tactical leader

A

Responsible for carrying out the strategic policy directions developed by the elected/appointed officials who comprise the airport board.

Inform/advise officials of status of the airport, makes recommendations and courses of action

Laws/regulations for grant assurances

Implements plans and manages policies

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5
Q

Airport director/manager

A

Usually appointed which means theyre usually on a contract and can be let go without cause

Serve @ the pleasure of the governing board

usually has greater flexability in the position at the expense of job security

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6
Q

Ways airport executives try to keep their jobs

A

registering a political affiliation of independant/undeclared or not making affiliation known

understanding their authority knowing when decisions must go before a sponsor especially with purchasing agreements, negotiations, signing leases, making personnel decisions

Remembering that when in public, theyre speaking on behalf of the airport and the officials

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7
Q

Authorities of an airport executive

A
  • Agreements (Leases, use agreements, contracts)
  • Purchasing (purchasing limits)
  • Personnel (hiring and firing of staff)
  • community relations
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8
Q

Resolution

A
  • Written motion adopted by vote of the governing authority (Council, commissioners)
  • Long term lease agreements, tenant leases, aeronautical use agreements, negotiations with air service providers, sale of property, selection of airport engineers
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9
Q

Consent agendas

A

a bundle of items that are voted on, without discussion, as a package. the agenda items dont need additional discussion and are only discussed if a board member, requests that an item be pulled off the consent agenda and be placed on a regular agenda.

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10
Q

Regular Agenda

A

Allows topics to be discussed in a public forum before the governing body votes on it

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11
Q

Public Discussion

A
  • Only for the purpose of information gathering

- opportunity to explain things in more detail, receive public feedback and answer questions

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12
Q

Executive Session

A
  • “closed meeting/session”
  • litigation, discussion of employment contracts or other personnel issues
  • Anything done or said is confidential
  • to initiate, a governing member must make a motion and it has to be seconded @ which all non-governing members must leave
  • Purpose to protect innocent people and talk SSI
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13
Q

Spokesperson

A
  • need to know limits of information that can be given

- may not be from the airport so they have to bu up to date on all things airport

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14
Q

Station Managers Meeting

A

Opportunity for the airport director to pass along information, discuss issues, and build relationships

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15
Q

Government Policies (aka public policies)

A
  • Guide decisions and actions that relate to society
  • Public interest
  • Will resources be utilized in an efficient manner
  • fair policy
  • equitable and reflective of values of the public
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16
Q

Guiding objectives for a public agency regarding citizen participation

A
  • Establish/maintain legitimacy of ones agency, project, problem solving and decision making
  • Establish/maintain the legitimacy of earlier decisions and assumptions
  • Become familiar with all potentially affected interests
  • Generate alternative solutions, articulate and clarify key issues
  • Protect/enhance the credibility of the governing body
  • Have all information needed in order to communicate various interests, and ensure its received and understood by them
  • Receive/understand all information needed to communicate
  • De-polarize interests who are polarized for some other reason
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17
Q

Intergovernment Relations

A

Focuses on following legislation at the federal, state or local level and in some cases, attempts to garner support for certain projects/programs. Prepares reports for the airport sponsor on the impacts of certain legislation or rule making on the airport and to make recommendations on courses of action

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18
Q

Governmental Affairs function

A

Focuses on attending regional and economical development planning meetings, developing positions papers on legislative and policy issues, representing the airport in regional forums with federal. state and local governmental officials and preparing talking points and presentations for board members

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19
Q

Attorney or Legislative Specialist

A

(A lobbyist) is helpful in providing insight into details of legislation to the government affairs function who may testify before legislative committees, representing the airport in formal/informal interactions with legislators and writing legislative amendments and resolutions in response to legislative developments

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20
Q

Airport executive skill set includes:

A
  • airport ops, safety and security
  • Snow removal
  • ARFF/EMS
  • Airport planning and design
  • Construction
  • Property mgmt
  • law enforcement
  • Air service development
  • Pavement mx
  • airfield lighting
  • Utilities
  • Legal related to mgmt/insurance
  • Grant writing
  • Bonds, airport finance, budgets and accounting
  • Noise abatement
  • land use development
  • PR and marketing
  • Environmental requirements and storm water mgmt
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21
Q

Airport legislative Alliance

A

Provides strong and effective representation for America’s airport system on capital hill. A go-to source for members of congress and capital hill staff seeking airport viewpoints on key issues

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22
Q

ALA provides 3 primary services:

A

(Airport Legislative Alliance)

  • Airport Alerts
  • Hearing reports
  • Washington Insider update videos
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23
Q

Airport Alerts

A

Keep members up to date on the status of pending legislation

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24
Q

Hearing Reports

A

Provides insight into the various hearings that affect airport operations including TSA, FAA, and DHS testimony

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25
Q

Washington insider update videos

A

Deliver timely info and updates to airport executives who need to be in the know on industry related developments on capital hill and around Washington. Videos are filmed live from the AAAE studio and are sent on Mondays with an outlook for the coming week, in addition to further videos whenever events warrant

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26
Q

Transportation Security Team

A

Provides security policy alerts and notices which provide information to members on pending or existing TSA related actions or news. Also provide access to AAAE security smart brief, which is a free daily email providing the latest trending security news

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27
Q

Regulatory Alerts

A

Keep members up to date on FAA rule making actions and interpretations, along with the status of FAA /EPA programs that effect airport executives

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28
Q

Airport Regulatory Issues

A

Provide the status of hot button issues from a regulatory perspective (Such as SMS for airports, IROPS, and pandemic planning resources)

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29
Q

Airport Cooperative Research Program (ACRP)

A
  • Part of vision 100-century of aviation re-authorization act
  • Program oversight and governance are provided by representatives of airport operating agencies
  • Features dozens of peer reviewed publications on numerous airport mgmt and operational issues
  • Excellent source for well researched best practices
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30
Q

Why, “The airport was here first” isn’t a good reason

A
  • Not always true
  • Flight ops may have changed significantly since people have purchased homes
  • Goes against principles of operating an airport in ACM which encourages airports to be good neighbors
  • Changes in ATC due to Nextgen, many traditional flight paths are changing
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31
Q

Noise Abatement through grant assurances

A 
A #5: Preserving rights and powers
A #19: Ops and Mx
A #21: Compatible Land use
A #22: Economic nondiscrimination
A #26: Reports and Inspections
A #31: Disposal of Land
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32
Q

National Environmental Policy Act of 1969

A

NEPA

Required an assessment of noise affects for airports undertaking major projects. Involved identifying the effect any proposed airport project had on noise levels in areas surrounding the project and developing a program of mitigation

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33
Q

Off Airport Land Use plans and controls

A

Well used planning schemes which include zoning. Local land use planning, building codes, subdivision regulations, private development initiatives, transfer of development rights, fair disclosure.

Zoning alone isn’t always effective

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34
Q

Aviation Noise Abatement Policy (ANAP)

A
  • first clear identification of responsibilities of the FAA, air carriers, and local communities in dealing with noise exposure
  • Promote positive efforts to attain compatible land use
  • Airport operator is responsible for plan/implement design to reduce effect of noise on residents
  • State/local government held responsible for providing compatible land use planning and development as well as zoning/housing regulations that limit use of land near airports
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35
Q

Under ANAP:

A

Aviation Noise Abatement Policy

  • Airlines responsible for retirement, replacement or retrofit of old aircraft that didn’t meet federal noise level standards schedule and operate aircraft in a way that minimized impact of noise
  • Travelers/Shippers are responsible for bearing cost of noise reduction through money paid to the aviation trust fund via passenger seat taxes on cargo
  • Residents/prospective residents are responsible for investing in the noise program and taking steps to minimize effect. Prospective residents should be made aware of noise
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36
Q

FAR Part 36: Certificated airplane noise levels

A

Established noise certification standards for the design of turbojet and transport category aircraft. Purpose was to mandate change in design that would help to eliminate noise at its source. Centered on modification of engine design to provide higher air bypass ratios, thereby reducing noise from core engine

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37
Q

Effective perceived noise level (EPNL or EPNdB)

A
  • Measurement requirements and limits for take off, sideline, and approach locations
  • Aircraft engines are rated from a noise perspective in “stages”
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38
Q

Stage 1 aircraft

A
  • Aircraft that have been shown to never meet any noise standards either because they have never been tested or because they’ve been tested and failed.
  • Uncertificated helicopters either because they haven’t been tested for compliance or because they’ve been tested and failed to meet standards
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39
Q

Stage 2 aircraft

A
  • Aircraft meet original noise limits set in 1969.
  • Certificated Helicopters passed tests, however, there’s not direct 1 to 1 correlation between stage 2 aircraft and helicopter certification
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40
Q

Stage 3 aircraft

A

Aircraft meet more stringent limits established in 1977

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41
Q

Stage 4 aircraft

A

Noise limits are a cumulative 10 EPNdB less than those for stage 3

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42
Q

Airport Safety and Noise Abatement Act of 1979 (ASNA)

A

Provided a basis for a great majority of noise abatement planning at airports. Congress directed the FAA to develop and establish procedures for noise/land use compatibility programs for the nation’s airports

Resulted in Part 150: Airport land use compatibility planning

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43
Q

Part 150: Airport land use compatibility planning

A

govern the development and review of an integrated plan to achieve noise control objectives by encouraging compatible land uses in and around airports through the development of noise exposure maps and noise compatibility programs

voluntary in nature and is undertaken by community initiative

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44
Q

Part 150 evolved from:

A
  • Airport noise control and land use compatibility (ANCLUC)

- DOD airport installation compatible land use zone (AICUZ)

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45
Q

Airport Noise and Capacity Act of 1990 (ANCA)

A
  • US airports are prohibited from adopting overly restrictive or outright punitive anti noise ordinances
  • Created part 161, noise and approval of airport noise and access restrictions and placed a cap on stage 2 aircraft allowed to operate in the US
  • Requires airports to notify the FAA and all interested parties of adopting noise ordinances
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46
Q

Failure to comply with Part 150 or 161

A

Result in loss of AIP funds or PFC authorization

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47
Q

3 goals of ANCA

A

Airport Noise and Capacity Act

  • Phase out noisier aircraft
  • Place limits on local user restrictions and establish non restrictive noise abatement and land use actions
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48
Q

Airport/Airway Safety, capacity, noise improvement and intermodal transportation Act of 1992

A

Required the FAA to study social, economic, and health effects of airport noise at 65, 60, 55, 50 dB DNL (day night average level) noise areas to determine the actual level at which noise creates an adverse impact on population. Also to study the effects of single event noise on populations. Adopting 65 dB DNL standard, balance the protection of public health and welfare with competing economic and technological considerations

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49
Q

Attitudes that affect an individual’s reactions to noise include:

A
  • Apprehension regarding the safety of the noise source
  • The belief that noise is preventable
  • Awareness non-noise environmental problems
  • A general sensitivity to noise
  • the perceived economic importance of the noise source
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50
Q

Decibel (dB)

A

a relative measure, or ratio, compared with a reference sound pressure. Range from 0-130. A logarithmic scale, meaning that sound pressure increases by powers of 10

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51
Q

Day/Night Average Level (DNL)

A

24 hour average sound level in A-weighted decibels from midnight to midnight obtained after the addition of 10dB to sound levels occurring between midnight to 7am, and 10pm to midnight

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52
Q

Integrated Noise Model (INM)

A
  • Standard airport prediction model
  • Valuates aircraft noise impacts in the vicinity of the airport
  • Putputs include noise contours used in land use compatibility studies, noise impacts by aircraft on individual flight tracks and user defined point analysis

Does not depict actual measurements of noise being emitted

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53
Q

Aviation Environmental Design Tool (AEDT)

A
  • Replaced the INM (Integrated noise model)
  • models aircraft performance in space/time to estimated fuel consumption, emissions, noise, and air quality consequences
  • can produce all noise dispersion metrics and flight tracks
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54
Q

dB levels unacceptable for inhabitation

A

75dB.

Compatible land use @ 65dB and below

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55
Q

Noise Integrated Routing System (NIRS)

A

Noise assessment program designed to provide an analysis of ATC changes over broad areas.

Replaced by Aviation environmental screening tool (AEDT 2a) in March 2012

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56
Q

Air traffic Noise Screening (ATNS)

A

Computer program that assists in determining whether a change in atc procedure for arrivals and departures between 3-10,000 AGL will generate a 5dB increase in noise to underlying communities and, therefore, is likely to be controversial

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57
Q

Aviation Safety and Noise Abatement Act of 1979 (ASNA)

A
  • Principal law supporting federal efforts to identify and reduce noise issues involving land use around domestic civil airports
  • Required FAA to establish, by regulation, 3 primary requirements that would simplify and standardize the process for carrying out noise compatibility planning/programs.
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58
Q

3 requirements of FAA by the ASNA

A

Aviation Safety and Noise Abatement Act of 1979

  • Establish a single system of measuring noise at airports. Should contain a highly reliable relationship between projected noise exposure/surveyed reactions of people. Goal is to provide a system that can be uniform
  • Establish a single measurement system for determining the exposure of individuals to noise from airport ops. It should include intensity, duration, frequency, and time of occurrence
  • Identify compatible land uses given the level of noise exposure
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59
Q

1970 Airport and Airway Development Act

A
  • 8% to noise compatibility planning/mitigation measures
  • in 1987, increased to 10%
  • Federal share for noise compatibility projects varies by airport classification. For med/large hub (As per AIP) it’s 80% allowable cost and 90% small/GA or non-hub
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60
Q

Part 150 Process

A
  • implementation is optional
  • Federal funding is available but the airport is required to base the program on FAA approved NEM and NCP
  • Provides opportunity to secure required federal funding approvals for certain measures such as atc chances to reduce noise impacts
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61
Q

FAR Part 150

A

Establishes procedures, standards and methodologies used by airport operators for the preparation of NEM and NCPs

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62
Q

Phases to get approval

A
  1. Generate NEM which is then submitted to the FAA for approval
  2. Drafting of the NCP which is also submitted to the FAA for review
  3. Review period is 180 days followed by the implementation of the noise program
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63
Q

Noise Exposure Map

A

designed to clearly identify an airport’s past/present/future noise patterns and the land uses, which aren’t compatible with noise impacts. Standard reference for anyone proposing noise sensitive development in the vicinity. The ASNA prohibits the use of the NEM or related information as evidence or for other purposes in lawsuits/actions seeking damages from noise that the FAA’s accepted since the development of the NEM

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64
Q

Requirements for NEM

A
  • Show unabated noise exposure as expressed in terms of yearly DNL for current/5th year
  • Must show noise sensitive or incompatible land use
  • Discussion of forecasted aviation activity
  • Present in detail, the underlying assumptions upon which the noise contours are based
  • any noise studies must be referenced and explained
  • An analysis of ambient noise (sources other than aviation) a background community noise must be presented
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65
Q

Incompatible land use:

aviation vs. ambient noise

A

Incompatible land use affected by high levels of ambient noise dont have the same adverse standing as those with aircraft noise alone. This means a property owner would not be considered affected by airport noise if a nearby highway is generating noise levels at or above those generated by aircraft

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66
Q

Under the ASNA, approval of a NEM:

A

Aviation Safety and Noise abatement act

Theoretically imposes certain limits on the ability of people moving into an area affected by airport noise to recover damages from noise exposure. It precludes their ability to recover damages attributed to the airport noise if they had actual/constructive knowledge of the existence of NEMs

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67
Q

Significant change in noise exposure

A
  • An increase in DNL of 1.5 dB if its above 65 dB
  • In order for provision to be effective, person must have what’s legally known as constructive knowledge that an NEM exists
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68
Q

Constructive knowledge

A

Is presumed if notice of the existence of the NEM was published at least 3x in a local newspaper or if copies of the NEM were furnished to that person at the time of the property acquisition

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69
Q

Noise Compatibility Plan (NCP)

A

Involves a discussion and analysis of a number of noise abatement and land use mgmt measures that are .
specifically list in the part 150. They include land acquisition, easements, acoustical shielding, preferential RWY use, modified flight procedures, and airport operating restrictions

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70
Q

Provisions for noise abatement in the NCP

A
  • Modification of flight procedures, regulations and the airfield itself
  • Land use mgmt aimed at mitigating residential noise effects
  • Property acquisition for buffer zones, urban redevelopment, noise easement and soundproofing
  • Zoning and subdivision regulations
  • Capital improvement policies
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71
Q

What does an approved NCP get you?

A

-Gives the airport eligibility for funding from the AIP noise set aside, of the airport and airway improvement program (AAIP). only items eligible in the approved NCP can be funded.

FAA order 5100.38, AIP handbook, identifies the eligibility requirements and allowable costs

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72
Q

Eligible items in the NCP

A
  • Soundproofing
  • property in fee or easement acquisition
  • RWY/TWY extensions
  • New RWY/TWY

Funding priority is given to projects in higher noise exposure areas (75 dnl or greater)

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73
Q

Conditions in which a part 150 study is appropriate

A
  1. Significant amounts of noise affected incopatible land use
  2. The receipt of serious noise complaints
  3. A threat from urban development pressure to increase incompatible land use near the airport
  4. The introduction of major changes in airport facilities or operations likely to shift or increase noise patterns
  5. The airport is interested in developing/enhancing its community relations program
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74
Q

Dual objective of part 150 approval

A
  • Place substantial review responsibility/authority at the regional level. Regional offices are in direct contact with airports and have more knowledge of local land/noise situations
  • Retain enough oversight review and decision making authority at the national level to ensure overall consistency of the FAA’s part 150 determinations
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75
Q

Standards and criteria of a part 150 study

A
  • Fair/objective, including measures that are reasonably consistent with achieving the goals of reducing existing, incompatible land use and preventing the introduction of additional non-compatible land use
  • NCP shouldn’t degrade safety, adversely affect the safety and efficient use of airspace, nor adversely affect any other powers and responsibilities of the FAA
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76
Q

Information contained in the part 150 plan

A
  • Copy of noise exposure map and supporting documentation
  • Categorization of parties responsible for implementation
  • Development of NCP that meets part 150 standards
  • Actual/anticipated effect of program on reducing noise exposure
  • description of how the recommendations may change previously adopted actions
  • schedule for implementation of the program
  • Costs of the program implementation and anticipated sources of funding
  • Provision for revising the program if necessary
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77
Q

Information contained in part 150 plan (continued)

A

-A description of public participation and the consultation process used during the programs development, including a summary of comments at any public hearing on the program and a copy of all written material submitted to the airport operator,together with the airport operators response and disposition of comments to demonstrate that the program is feasible and reasonably consistent with obtaining the objectives of airport noise compatibility planning under part 150

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78
Q

FAA approval under part 150 requires the airport to have alternatives:

A
  • Reduction of noise at the source
  • relocation of the source in either space or time
  • acoustical changes to the area of noise exposure
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79
Q

FAA regional makes recommendations on each measure presented in a part 150 study:

A
  • based on a thorough review by all applicable FAA regional program areas (Airports, atc, flight standards)
  • recommendations are subjected to concurrence at the national level by the FAA administrator for airports, the associate administration for policy and international aviation, and chief counsel
  • Final decisions are recorded in federal register
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80
Q

Compatibility measures must meet 5 objectives:

A
  1. achieve the goal of reducing non-compatible land uses around the airport
  2. Not derogate safety or adversely affect the safe and efficient use of airspace
  3. Not unjustly discriminate against an airport user
  4. Not create undue burden on interstate/foreign commerce
  5. Not adversely affect other powers and responsibilities of the FAA administrator as prescribed by law
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81
Q

Options for mitigating noise under Part 150:

A
  • acquisition of land and interests therein, including air rights, easements and development rights, to ensure the use of property for purposes which are compatible with airport operations
  • Soundproofing
  • use of take off/landing procedures by FAA, including modification of flight tracks, to abate noise through the operational control of aircraft over noise sensitive areas
  • implementation of a preferential RWY use system by the FAA
  • Noise barriers, such as the construction of barriers and acoustical shielding, including the soundproofing of public and residential buildings
  • Engine run up and ground operation provisions
  • Flight procedures
  • off airport land use plans/controls
  • noise monitoring systems
  • other administration measures and studies
  • installation of new navaids
  • airport use restrictions
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82
Q

Airpot use restrictions may include, but aren’t limited to:

A
  • Denial of the use of the airport to aircraft types that don’t meet federal noise standards
  • Capacity limitations based on relative noisiness of different types of aircraft (A noise budget)
  • Use of noise abatement take off or approach procedures approved as safe by the FAA
  • Complete or partial curfews (Night time limitations)
  • differential landing fees based on FAA certificated or estimated noise emission levels or on time of day annoyance
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83
Q

Land Acquisition

A

-most effective control measure for reducing noise
-must be reasonably consistent with achieving goals of reducing existing non-compatible land uses around the airport and preventing the introduction of additional non compatible land use
-Acquiring an air navigation easement is considered to be the same as having interest in land
-renders a property compatible because the answer
has granted the airport the legal right to allow
aircraft to make noise over the property

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84
Q

Uniform Relocation and Real Property Acquisition Policies Act

A

-governs federal funds that are used for land acquisition
-under part 24, purchase price is established by fair market value appraisal
-subject to appeal, if eminent domain proceedings are
used, relocated residents can receive relocation
benefits and other assistance

85
Q

Voluntary programs

A
  • Don’t necessarily provide the same assistance
  • Airport operator or local government agrees to acquire the property of residents who wish to relocate
    • purchase assurance programs
86
Q

Soundproofing

A
  • Tries to reduce aircraft noise levels inside residences through the replacement of existing windows/doors
  • Aircraft or insulating ventilation systems, walls, attics
  • Doesn’t eliminate noise
87
Q

Soundproofing of schools, churches, or nursing homes are eligible for alternative provided:

A
  • It’s within the existing or future 65 dnl noise contour
  • its within a noise level contour thats been determined to be non-compatible under local noise/land use guidelines
  • The structures are non-compatible under part 150 or local land use guidelines
  • A satisfactory interior noise level reduction can be achieved
88
Q

Noise reduction goals

A

Residential: reduce to 50 dnl reduction of 30-35 dBa is the goal.

Non compatible public use: 45-55 dBa goal

89
Q

Air navigation noise easement

A

allows for passage of aircraft overhead and waives a homeowners right to any claim for damages from aircraft noise.

It’s encouraged by the FAA with all soundproofing but not mandatory

90
Q

Noise barriers

A

typically located along the perimeter used to deflect noise from the ground

91
Q

Preferential Runway use

A

Informal programs primarily affect aircraft weighing more than 12,500 lbs

A formal program requires an LOA in which the FAA and the airlines outline the conditions under which the runway can be used

92
Q

Airport use restrictions

A
  • Establishment of a single event noise limit for the airport or for a specified time frame (Night)
  • Establishment of a noise contour limit at the airport
  • The requirement that an airport/RWY only be served by the stage 3 aircraft either at night or at all times
  • Noise based operating fees
  • limits on the number of operations or type of operations
  • training restrictions
  • RWY use restrictions
93
Q

Administrative measures and studies

A
  • noise advisory committees
  • pamphlets and programs for residents
  • capital improvement policies
  • complaint procedures
94
Q

Improved land use planning

A

build support for initiatives that are only partly related to the airports needs

95
Q

public relations

A
  • provides an opportunity to consult/cooperate with a wide variety of airport users, land use regulatory and economic development agencies and the general pubic
  • Gives the airport the opportunity to present its program for the future and enlist support
  • Many participants in a part 150 study can be potential allies
96
Q

Inter government coordination

A
  • Part 150 develops inter-government coordination in those situations where an airport straddles municipal/county boundaries
  • Offers guidance to coordinate land use policy among neighboring jurisdictions
97
Q

Airport Facilities Development

A

Improvements include RWYs, TWYs, hush houses, navaids, are eligible under the AIP noise set aside provided they’re included in an approved part 150 NCP

98
Q

Heightened Controversy

A
  • Airport operator must recognize that the airport is rarely seen as subtle part of the community
  • Conducting a part 150 study brings renewed focus to the issue
99
Q

Unrealistic expectations

A
  • Focus on what’s fair and realistic
  • set a proper tone for the study and its outset
  • consider new/different point of view and planning process should be structured to reflect this attitude
100
Q

Uncooperative Participants

A
  • All participants must be willing to be flexible
  • Implementation depends on cooperation of all parties
  • Process is jeopardized if one player is unwilling to consider operational changes
  • Consider different viewpoints and make resonable accommodations for each other
101
Q

Part 161

A

Requires local airports seeking to impose new noise rules such as curfews to perform a cost-benefit analysis including a comprehensive study of the impacts before they can seek approval from the FAA

102
Q

Part 161 Study submittal must meet FAA requirements:

A
  • Be reasonable, non-arbitrary, and nondiscriminatory
  • Avoid creating an undue burden on interstate and foreign commerce
  • Result in maintaining safe/efficient use of the navigable airspace
  • Avoid conflict with federal law
  • be developed through a process that afforded adequate opportunity for avoiding the creation of an undue burden on the national aviation system
103
Q

Access restrictions under Part 161

A
  1. Limits on single event or cumulative noise exposure
  2. Direct/indirect limits on number of operations
  3. limits on hours of operations
  4. Use charges directly or indirectly controlling airport noise
104
Q

Part 150 is not Part 161

A
  • Doesn’t include other airport actions under part 150
  • Stage 2 restrictions include a cost-benefit analysis, extensive public notice, and documentation and unlike 150, FAA doesn’t approve the conclusion, but approves the process itself
  • “Threshold requirements” under part 161, must be positive cost-benefit analysis benefits must outweigh the cost
105
Q

Notification of Part 161

A
  • At least 180 days prior to effective date of part 161, airports must publish notices in local newspapers, and post notices that are accessible to users and the public
  • Written notice must be submitted to the FAA, based/Itinerant aircraft operators, potential users and the public
  • All tenants

-45 day comment period

106
Q

Part 161 Analysis

A
  • Describe proposed restriction, alternate restrictions, and non-restrictions that were considered, and the cost-benefit analysis of the proposed restriction and its alternatives
  • Must demonstrate that any remedies are less cost-effective than proposed restrictions
  • Must use previously established part 150
  • FAA must approve any stage 3 restrictions and determine adequate comment period
107
Q

Airport Marketing

A

Small airport= it may be simply to promote fundamental businesses to the community and attract transient aircraft along with the occasional based tenant

Large airport= airport becomes a major player itself in the competition for global business, attempting to attract not only air carriers but also major corporations to the area

108
Q

Based on marketing restrictions imposed by the FAA, you must ask:

A
  1. Board level and addresses whether the airport should even engage in marketing. All public entities must engage in public information to some extent, but not all must engage. Most realize marketing is essential in longevity of the business
  2. If the decision is made to engage, determine what is the airport going to market and to which market segments
  3. Will the tenants engage in marketing and to what extent
  4. What are the grant assurances (and other policy) restrictions on the use of airport revenue for marketing purposes
  5. How much money should the airport spend on marketing
  6. How can the effectiveness of marketing efforts be measured
  7. What are the communities short/long range vision and plans, and to what level will the community (economic development entities, etc) engage in marketing?
109
Q

Air Service Development

A

Designed to expand existing services or to entice new air carriers to the airport

GA: may market to corporate operators in an effort to raise fuel sales or increase the number of based tenants by marketing available land development such as hangar space

110
Q

Examples of revenue from landing aircraft

A
  1. Landing fees
  2. tie down fees
  3. Fuel flowage fees
  4. When travelers are waiting to pick people up, they may pay for goods or services
111
Q

Products/services airports may market

A
  1. New, current, or expanding commercial air service
  2. Available property, such as land/structures, for the development of aeronautical/non-aeronautical uses
  3. Corporate services, such as FBOs and SASO facilities
  4. Flight schools and aircraft rental
  5. Availability of pilot services
  6. Training and meeting room space
  7. Restaurants
  8. Convenient access to nearby businesses, recreation or entertainment
  9. Public relations in terms of how the airport benefits the public and economy
112
Q

Grant Assurance 25: Airport Revenue

A
  • Revenues generated by the airport must be used on the airport
  • The airport can use revenue to benefit the airport but not on anything benefit off-site, non-aeronautical locations

Ex) can’t launch marketing campaign to promote local amusement park but could promote the airport being in close proximity to the venue

113
Q

2 things airports market for

A
  1. Public relations of the airport
  2. Increased patronage by the public as a way to increase business for its tenants

ex) promoting a restaurant that’s publically accessible that has a good view of flight operations. May be bring people in from the outside

114
Q

Seminars and trade shows

A
  • Good marketing but costs money and resources
  • Pick and choose
  • Partner with FBO as a way to offset costs
115
Q

Aircraft Manufacturers

A
  • Bring direct revenue to the airport

- Bring jobs and new cash flow to the community

116
Q

Airport Websites

A
  • Include essential information about the facility
  • on site weather reporting
  • Contact information
  • Maps
  • Air carrier information
  • ground transportation
  • parking
  • amenities, restaurants, hotels, and attractions
117
Q

Other recommended information to place on the website:

A
  1. Contact information and 24 hour numbers
  2. “About the airport” information, historical data, rules and regulations, minimum standards
  3. Terminal map, ground transportation, parking, hotel accommodations
  4. Accommodations for disabled individuals
  5. Accommodations for military personnel
  6. Noise abatement phone number and information
  7. News, upcoming events, newsletters, weekly briefs
  8. Airport projects, master plans, CIP information
  9. Business directory
  10. Pilot information weather, availability of customs
  11. Development, lease, available land, hangars and facilities
118
Q

Facebook

A
  • Virtual bulletin board
  • allows readers to see latest updates
  • facebook advertising is another way for visibility
119
Q

Airport Twittering

A

Monitoring passenger issues and concerns in real time as they’re waiting in the airport, or if they’ve had a recent experience with the airport. It’s a good way to respond to complaints in real time

120
Q

Branding

A
  • Represented by a tangible/intangible feature including the name, logo, signage, merchandising/advertising
  • A process that involves creating/connecting a name and image for a product in the consumers mind, through advertising campaigns with a consistent theme
  • Aims to establish a significant and differentiated presence in the market that attracts and retains loyal customers
121
Q

Benefits of Branding

A 
Tangible= increased revenue for the airport operator
intangible= high customer service ratings
122
Q

Passenger air service development techniques

A

Not only includes the attraction/expansion of existing air service, but also the retention of existing air service, adding new service destinations, lowering fares, improving service reliability and upgrading aircraft

123
Q

Effective management of ASD includes:

A
  • Understanding what’s important to air carriers
  • Desires, character and economic drivers of flying public
  • Recruitment of community/business leaders to sell the community to the airlines
  • Understanding existing air fares and services similar to nearby communities
  • Airline revenue structures
  • Financial/non-financial incentives the airport/community can offer the airlines
124
Q

Market Research

A
  • Determine the current route deficiencies (Lack of service or lack of nonstop service)
  • If consumers are subject to artificially high airfares
  • Determines leakage: a measure of when passengers choose to fly from another competing airport in the reguon
  • Reverse Leakage: a measure of passengers gained at an airport that could have selected another airport fo their travel plans
125
Q

Route Planners

A
  • Assess market size and forecast other elements such as demand from frequent flyers
  • Demographics such as economic data (per capita income, employment) airport operating costs, congestion at the airport facilities, incentive and limits on gates and RWY availability
126
Q

1958 Federal Aviation Act

A

Congress sought to ensure air service to small communities throughout the US by requiring air carriers to schedule and provide 2 daily round trips at each point on their certificates

Section 419 deregulation act, FAA determine minimum level of service required at each eligible EAS by specifying hub, minimum number round trips and available seats, maximum number permissible stops

127
Q

Airport and Airway Safety and Capacity Expansion Act of 1987

A
  • Expanded EAS, extending it 10 years and specified an increased minimum level of service
  • Termed “basic” EAS= Any community eligible for service under the earlier program
  • “Enhanced” EAS= available to communities that can agree to subsidy sharing or risk the loss of basic service if the government funded enhanced service failed to meet ageed-upon levels of passenger use
128
Q

Acceptable EAS levels

A
  • Reasonably scheduled round trips
  • 6 days a week
  • Use minimum 15 seat aircraft (Twin engine)
  • Available number of seats and flights must be calculated from the EAS airport to a hub
129
Q

Basic EAS

A
  • Scheduled air transportation of persons/cargo to a hub airport at least 400 miles away
  • Constitutes service to a medium/large hub airport, with no more than 1 intermediate stop, in an aircraft having at least 15 passenger seats, averaging more than 11 passenger enplanements a day with pressurized aircraft and at reasonable times
130
Q

Enhanced EAS

A

Requirements:

  1. Airport received air carrier service prior to 10/23/78
  2. It’s more than 50 miles from the nearest small hub
  3. It’s more than 150 miles from the nearest hub airport
  4. state/local government is willing to contribute 25%
131
Q

Wendell H. Ford Aviation Investment and Reform Act for the 21st Century

A

(Air-21) Signed in 2000

Established a pilot program designed to help smaller communities to enhance their air service

The vision 100-century of aviation reauthorization act reauthorized the program for 5 years and deleted its status as a “pilot” program

132
Q

Air-21

A
  • Authorizes the Secretary of Transportation to make a maximum 40 grants each year (No more than 4 in each state) to secure enhancements that will be responsive to a community’s air transportation needs and who’s benefits can be expected to continue after initial expenditures
  • To be eligible, the community must not be larger than a small hub airport and must have insufficient air carrier service or unreasonably high airfares
133
Q

Air-21 grant fund use

A
  • Cover expenses of new advertising or promotional activities that are reasonably related to improving service
  • New studies designed to measure air service deficiencies
  • To measure traffic loss or diversion to other communities
  • Employment or use of new, dedicated air service development staff on a long term basis
  • Advertising or PR agencies, universities, or consulting firms to conduct market research
  • Financial incentives including subsidy or revenue guarantees to air carriers in conjunction with their provision of air service or the fare levels charged, or to ground service providers in providing access to air transport
  • Use of SCASD funds limited to 3 years
    • Same limit applies to revenue guarantees and other forms of support to air carriers
134
Q

Assessment of ASD

A
  • Review of airport/regions existing air services, including scheduled/charter flights
  • Take into account seasonal factors/other anomalies that may affect the results
  • Determines both destinations and load factors
135
Q

Determination of passenger arrivals

A
  • # of non-stops vs. # of circuitous routes
  • Flight times, frequency and total travel time
  • Types of passengers:
    • Business prefer early morning/late afternoon
    • Leisure prefer cheaper fares
  • Type of aircraft affects perception of quality of service
  • Aircraft footprint determines gate space
136
Q

Airport Catchment Area

A
  • Geographic reach airport’s service area (how far the airport reaches to the surrounding community)
  • Represents a geographic that various market segments demand travel to
  • Affected by accessibility to the airport, proximity to other airports, road network, air fares, availability of non-stop, higher frequency of flights, parking rates, terminal amenities
137
Q

Goals of ASD

A
  • Retain existing air carriers
  • Adding service to new destinations
  • Adding frequencies to current service
  • Lowering air fares or introducing competitive service
  • Upgrading aircraft
  • Improving service reliability (and reducing delays)
  • Increasing access to global networks
138
Q

International ASD

A
  • International passengers usually stay/longer, spend more money
  • Customs/immigration facilities
  • Runway/airport structure
  • Local attractions
  • Intermodal
139
Q

Techniques for ASD

A
  • Minimum revenue guarantees: provided to airlines when certain performance objectives are met
  • Travel banks: provide prepaid travel on an airline community must pay cash upfront
  • Other: Fee waivers, discounted landing fees during promotional periods, cash subsidies, reduced terminal rent, breaks on hotels for crews
140
Q

Information needed to sell service to airlines

A
  1. Local economy/demonstration data
  2. Details about local businesses and travel habits (business activity, employers, employment, travel demand)
  3. Area’s largest government and military facilities, their staffing levels and growth plan, related inbound/outbound traffic to other facilities, particularly to airline hubs
  4. Local tourist attractions that drive inbound leisure
141
Q

Detailed Route Forecast

A
  1. Proposed schedule (flight times in target market, hub connections)
  2. Aircraft type (Seating capacity, configuration)
  3. Comparison to similar markets
  4. Operating assumptions (Origin/destination traffic forecasts and variables)
  5. Financial assumptions (air fare projections/adjustments cost projections)
  6. Forecast operating results (local/connecting passengers, # of departures, revenue passenger miles RPM, available seat miles ASM, projected load factor)
  7. Forecast financial results
  8. Financial sensitivity analysis (projection of potential changes in revenue)
142
Q

FAA Incentives

A
  • FAA mission to ensure fairness to all carriers, it requires that only non-aeronautical airport revenue be used for incentives for additional air service
  • Program must be open to any/all interested parties
143
Q

FAA permissible incentives include:

A

“…promoting competition at an airport…including new air service…at the airport”

“Cooperative advertising, where the airport advertises new services…and advertising of general/specific airline services at the airport”

“…waivers of fees or discounted landing or other fees during a promotional period”

144
Q

FAA doesn’t allow open-ended incentives

A
  • Must last for a defined period of time, usually no more than 2 years
  • FAA says after 2 years, the service should be self-sustaining, or it shouldn’t be flown
145
Q

Airport Revenue

A
  • All fees, charges, rents or other payments received by, or accruing to, the sponsor for activities conducted at airport
  • Cover the full costs of activities directed at promoting competition at an airport, raising public/industry awareness of airport facilities and services, or providing new air service
  • Cover a share of promotional expenses such as marketing, advertising and related activities designed to increase travel at the airport
146
Q

Subsidy

A

A direct payment of airport revenue to a carrier or any provider of goods/services to that carrier, in exchange for additional service by the carrier

147
Q

Incentive

A

Any fee reduction, fee waiver, or use of airport revenue for acceptable promotional costs where the purpose is to encourage an air carrier to increase service

148
Q

Unacceptable Incentives

A
  • Subsidies
  • Other subsidies: providing aircraft parts, free fuel, intentional free loans, pay for service
  • Paying for leased property not owned by the airport on behalf of the air carrier
  • Making direct payments to air carriers to defer costs
  • Dictating ticket prices
  • Providing cash incentives to passengers
  • Promising to purchase a set number of tickets
149
Q

Revenue Guarantees

Not administered by the airport

A
  • Not a subsidy
  • Designed to reduce the airline’s risk in launching service on a new rout by covering the airline’s loss in the start up phase
  • Almost always limited to a maximum amount
  • Usually comes from state government, or from federal DOT through the SCASD grant program
150
Q

Pre-Purchased ticket programs

Not administered by airport

A
  • Sometimes called a travel bank
  • Not as popular
  • Low risk to community and airline
151
Q

Marketing/Advertising support

A

As long as the amount of cash is pre-determined, and the time frame for the program has been disclosed, an airport can use virtually any amount of non-aeronautical revenue to promote new service

152
Q

Fee Waivers

A
  • FAA allows an airport to provide a collection of fee waivers in support of new service for a period of up to 2 years
  • Can also waive landing fees, fuel flowage fees
153
Q

Start-up costs offsets

A

Relatively minor and are limited to the cost of purchasing computer equipment, IT infrastructure, and signage

154
Q

Airport provided ground handling

A
  • Usually at no cost or little cost for start up

- Hired by airport, trained by airline

155
Q

Revenue Sharing

A
  • An airport shares revenue that’s generated through air service, such as parking fees, concessions, with the carriers that are driving the passengers
  • Incentivizes airlines to grow
  • Must be shared equally among carriers
156
Q

Ongoing Subsidies

A
  • FAA prohibits airports from providing subsidies to air carriers
  • Use non-airport funding to subsidize air service
    • ski resorts pay during peak months, etc
157
Q

Cost per enplanement (CPE)

A
  • All the charges paid by the airline to the airport divided by the number of passengers that enplane at the airport
  • Allows low cost carriers to access more revenue
158
Q

Industrial park design

A
  • Quick access to national markets
  • Committees seek economic development in an area compatible with land us and zoning restrictions
  • Achieve economic gain for the community through increased employment and the expansion of industry and commerce
  • Increase revenue performance
159
Q

Disadvantages of industrial parks

A
  • Significant capital cost of infrastructure, operation/maintenance costs, and risks any normal landlord would have
  • Moving into competition with private developers
160
Q

FAA/DOT funds for industrial parks

A
  • Industrial park must be included in the ALP on file with the FAA
  • If the park is located without direct access to the airfield, a separate master plan will provide a greater flexibility
161
Q

Recommended covenants and deed restrictions for industrial parks include:

A
  1. submission of all plans and specs for review and approval
  2. Building setback and height restrictions to prevent obstructions to air navigation
  3. Use of specific construction materials to provide uniformity of image
  4. Aesthetic landscaping and signage
  5. Standards for fire and safety hazard protection
  6. Provisions for security compliance
  7. Load restrictions on streets/roads
  8. Limits/risk sharing on nuisances such as wastewater generation, air pollution and wildlife attractions
162
Q

Aerotrpolis

A
  • Essentially a master planned community, centered around an airport
  • Airport at the center, cities grow around them
  • With the rise of the global airport based economy, cities must develop the airport infrastructure necessary to sustain significant air traffic
  • Extension of airport master plan
163
Q

Government officials, real estate development and other stakeholders taking action is consistent with 5 factors:

A
  1. Airport development
  2. Air and surface connectivity
  3. Funding sources
  4. Regional developments
  5. Stakeholder collaboration
164
Q

Airport Development

A

Focuses on enhancing the number and types of services within the terminal such as upscale shops and personal services, along with businesses outside of terminal areas,but still on airport property such as hotels and business centers

165
Q

Air and surface connectivitiy

A

Focuses on assessing air connectivity and also developing efficient highway, rail and port connections

166
Q

Funding Sources

A

Focuses on transportation improvements for airport centric development, which often entails large capital investments and requires pooling money from different sources such as federal, state and local monies and private sector, public-private partnerships

167
Q

Regional Development

A

Focus on the linkage between airport development and commercial activities such as unique cultural, tourist, or industry clusters along with providing incentives to attract businesses to the region

168
Q

Stakeholder Collaboration

A

Focuses on consultations with residents near the airport, along with multilateral committees representing airport, public sector and private sector groups to promote airport-centric development, making it easier to implement development plans

169
Q

Foreign-Trade Zone (FTZ)

A
  • Stimulate international trade and create jobs and investments in the US rather than abroad
  • Enclaves where goods can be imported and for customs purposes, treated as if they hadn’t entered the US
  • Companies are allowed to bring foreign/domestic merch into the zones for a variety of reasons including storage, testing, relabeling, displaying, and manufacturing
170
Q

Benefits of FTZ’s

A

Foreign Trade Zone

  • Postpones payment of US customs duty on merch until it leaves the zone
  • Federal excise tax deferred, reduced or eliminated
  • Duty eliminated all together is re-exported, is defective or becomes waste during the production process
  • Economic benefit through employment and commerce
171
Q

Spaceport

A

FAA approved launch site

172
Q

Commercial Space Launch Act of 1984

A
  • Created the commercial sector of the US space industry
  • Granted commercial space transport (AST) responsibility for licensing, regulating and promoting private sector space industry
  • Requires US citizens and facilities to obtain license before conducting the launch of a rocket or operating a spaceport
173
Q

Space Transportation

A
  • Includes the transport of satellites/vehicles carrying cargo, scientific payloads or passengers to,f from or in space
  • Uses orbital and suborbital vehicles owned and operated by private companies for profit and procured through a competitive bidding process
174
Q

Regulations that apply to space

A
  • Submit application to the FAA
  • Commercial space launch act
  • 51 U.S.C. Ch 509
  • -50901-23-2011
  • Title 14 CFR parts 401, 417, 420
  • aC 413-1
    • License application procedures
175
Q

Application Process for space license

A
  1. Pre-application meeting with FAA to be educated on process
  2. A policy review of national security and foreign policy issues
  3. A safety review to determine if operations can be safely conducted and hazards mitigated
  4. An environmental review, an analysis of environment impacts and either a finding of additional environmental actions
  5. Upon issuance of the license, compliance monitoring
176
Q

Economic Impact Study

A
  • An attempt to quantify the amount of money contributed by the airport to a local community as a result of its presence and operation
  • Used to prove worth/while
  • Used to justify airport operational/managerial decisions
  • Economic impact and transportation benefits
177
Q

Direct Impact

A

Airport related dollars that are generated directly as a result of airport employment and the operation of airport businesses

Calculating by determining airport employee payroll, amount of goods/services purchased by airport businesses, expenditure on AIP, and payment of taxes from airport activity

178
Q

Indirect Impact

A

Measures the economic activity associated with the $ spent in the community by the airport patrons (hotel, restaurants, rental cars). People using the airport as a place of employment or access to a community invariably spend money in the community

179
Q

Primary Economic Impact

A

Direct and indirect benefits

Represents the net economic impact to the community in dollars spent

Direct and indirect addition to but not the whole picture without induced impact

180
Q

Induced Impact

A

Attempts to measure the multiplying effect of successive turnover of the money spent in the community

181
Q

Multiplier Effect

A

Economic principle that recognizes that every dollar expended by an airport patron in the community is further recycled or channeled throughout the community to generated additional income or revenue

182
Q

Transportation benefits

A
  • Reflected in the value of time saved and costs avoided by users of the air transportation system or in the enjoyment or entertainment value one receives from flying
  • Sense of community pride
  • Possibility of attracting other businesses
  • Support of related aviation activities such as agriculture spraying
183
Q

Airport PR

A

Helps airports to create strong relationships, promotes, the benefits of aviation to the community, promote air service and airport businesses and instill public confidence in the airports ability to handle a crisis

184
Q

Public Information

A
  • Processes, procedures and organization structures required to gather, verify, coordinate and disseminate information
  • 2nd priority when it comes to PR
  • Airport must respond to a crisis whether a political crisis within mgmt or an airport incident/accident
185
Q

What is “Newsworhy”

A
  • Standard criteria for the elements that make up a story
  • Conflict, controversy, happening now, affects a significant number of people and if its nearby, prominent, “overcoming the odds”, photos/video available, unique, human interest component
186
Q

News Releases

A
  • Used for reporting information and publicity purposes
  • Community notifications
  • Required reporting of financial information
  • Used to announce new service, air carrier route extensions or new carriers
  • Used to respond to accidents/incidents
187
Q

Sudden Emergencies

A
  • Natural disasters, aircraft accidents/incidents
  • Require immediate response to protect lives and save property and mitigate the emergency
  • After danger has passed or is being addressed, PR begins with providing accurate information on what happened that’s based on factual data/information
  • Part of repairing and regaining trust of the community
188
Q

Creeping Crises

A

Include employee lawsuits and regulatory violations. The crisis may initially begin as a small claim but then grow in severity if its not handled correctly in the early stages

189
Q

Predictable Crises

A

The airport operator can anticipate, such as an upcoming airline labor strike or community protest over potentially volatile airport policies

190
Q

Crises caused by improper desisions

A

Often emanate from an airport employee or sponsor who doesn’t understand the total complexity of the situation. Overlaps with issues related to human factors.

example: lack of training or a medial condition can lead to improper decision-making, thereby creating crises

191
Q

Cyber Crimes

A

Include media “attacks” by bloggers or others using the internet to oppose airport mgmt or even an inadvertent complete shut down of the airports emails or IT systems. With malicious attacks, information is often inaccurate and the airport must be able to respond promptly to mitigate any damage

192
Q

Crisis Communications Plan

A
  • Notification list of key personnel and their contact information
  • Immediate steps that should be taken in the event of a crisis
193
Q

Airport Spokesperson

A
  • Shouldn’t be an airport executive, nor the top city elected officials
  • Media inquiries should be directed to this person
  • Signals the airport takes priority in crisis rather than PR
  • Accessible, willing to serve, coach-able, assertive
  • Must be able to stay calm in the face of crisis
  • Should have an alternate
194
Q

PIO

A
  • Disseminates information to in/exterior stakeholders
  • Lifesaving measures, evacuation routes, threat and alert system notices
  • Collect, verify and disseminate information to the public
  • Monitor social media
  • Only 1 should be designated
195
Q

Joint Information Center

A
  • Central location that facilitates the operations of NIMS information system. This location is where personnel with PI responsibilities perform critical emergency information functions, crisis communications and public affairs functions
  • Focal point for coordinated/timely release of information
  • May be established at all levels of government
196
Q

Media Center

A
  • Should be pre-established

- Equipped with phones, computer hook ups, fax machines, wifi or cable internet

197
Q

Goal of PIO in a crisis

A
  • Reducing public panic
  • If appropriate, telling the public what actions they should take
  • Focus on doing the right thing first, rather than merely saying the right thing

During a significant event such as an accident or snow event, the media is the most direct way to get information out

198
Q

PIO should be able to answer these questions

A
  1. How long will the event last?
  2. How many media are likely to attend?
  3. What logistics will be needed
199
Q

5 audiences the PIO ,must cater to

A
  1. Airport stakeholders/employees
  2. Elected/appointed officials
  3. Regulatory officials
  4. Media
  5. Public
200
Q

“Do nots” of talking to the media

A
  1. Don’t ever talk “off the record”
  2. Don’t say “No comment”
  3. Don’t say anything, whether you believe the cameras/recorders are off or not, that you don’t want repeated on the air or online
  4. Don’t take questions personally or get offended
  5. Don’t assume an interview is a conversation
  6. Don’t fabricate answers (If you don’t know, say so
  7. Don’t go out in front of the press unprepared
201
Q

Aviation Disaster Family Assistance Act of 1996 (ADFA)

A
  • Requires to NTSB to coordinate disaster response resources of federal, state, local, volunteer agencies such as the red cross
  • Staff works with airlines to meet the needs of aviation disaster victims and their families
  • Family counseling, victim ID, forensic services, communications with foreign governments and translation services
  • Under ADFA, airlines are primarily responsible for assisting family members of victims
202
Q

Office of Transportation Disaster Assistance (TDA)

A
  • Part of NTSB
  • Provides information to family members following an accident
  • On scene, conduct briefings and possible updates on the investigation to family members
  • Once on-scene is over, primary resource for information for family members as the investigation continues
203
Q

NTSB Investigation in Charge (IIC)

A
  • Authorized spokesperson at the accident scene

- If unable to brief family members because of investigative duties, questions may be directed to TDA

204
Q

Responsibilities set forth by ADFA for air carriers to provide support

A
  1. Provide toll free # and staff to handle inquiries from family
  2. Notify family of passengers before public release of information and notify family of the status of passengers
  3. Providing a director of family support services
  4. Notify family of status of human remains/personal effects
  5. Retain unclaimed possessions for 18 months
  6. Notify family of construction of monuments including inscriptions
  7. Provide assurance to family of non-revenue passengers that they will receive same treatment
  8. Work with organizations and provide compensation for their work
  9. Offering transport/care of family to scene
205
Q

10 Commandments for media relations

A
  1. Have a plan in place: don’t learn on the job
  2. Have a team in place: assign duties before disaster strikes
  3. Designate a single spokesperson
  4. Designated media coordinator who caters to needs of media
  5. Keep website updated. 1st place media looks
  6. Develop key messages: stay on message and stay calm
  7. Meet with media regularly to keep lines of communication open
  8. Maintain a list/log: know who you’re talking to
  9. Remember you audience: media also speaks with government, employers and neighbors
  10. Be human: show concern and passion
206
Q

Really Simple Syndication (RSS) Feed

A
  • Monitors for all conversations involving the airport
  • Watch press clippings
  • Use google alerts
  • Monitor active blog sites
207
Q

Identifying when a problem is about to be a crisis could include these circumstances:

A
  1. A government agency points out deficiencies relating to heath/safety
  2. Issue is significant enough that the airport is distracted from conducting normal business
  3. Recurring issues in media that hasn’t been adequately addressed
  4. Issue a controversial part of airport’s history
  5. Recognize strong negative reaction to story by airport users
  6. Legal elements are involved
  7. Issue appears to be gaining momentum
  8. If this issue is ignored, negative consequences will result
208
Q

Things to monitor so they don’t get out of hand

A
  1. Unflattering media coverage that has minimal effect on the airport
  2. Blogs/message boards started by upset individuals (Anti-airport noise abatement sites)
  3. Media leaks concerning product/service developments or changes, such as non-government organizations report on performance deficiency or highlighting areas of improvement
  4. Small airport issues requiring correction but not affecting the health and safety

C.M. (4 decks)

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