For every aircraft that soars into the wide blue yonder, there are many supporting individuals and requirements. From the mechanic that ensures the functionality of the aircraft, to the Air Traffic Controller directing the flight. But nothing can move without a safe and functional airfield.

The Smithsonian’s National Air and Space Museum houses many aircraft that conjure images of daring men and women soaring across the skies. These could range from a dogfight over the Korean Peninsula between the F-86 and the Mig-15, or perhaps the Concorde completing its record-time flight between Paris and New York. But this is not that story. This is the story of those who work hard on the ground to enable those pilots, crewmembers, and their aircraft to fly.

Before I was a museum specialist for the National Air and Space Museum in the Photography department, I spent 24 years in the United States Air Force. This is the first in a series of stories drawn from my career experience in the military as an airfield manager, working in and around aircraft, crews, and ground support personnel.

While the Pilot Sleeps

It is still dark on an airfield when the crew chief completes the final checks on the fighter aircraft inside the hangar. The life support personnel are ensuring that all the flight gear of their pilot is serviceable and ready for the mission. This includes the flight suit, helmet, oxygen mask, survival gear, and flight bag. The sun has barely risen over the horizon when the airfield manager (AFM) gets into the operations truck (Ops Vehicle) to begin the first inspection of the airfield. This requirement is of vital importance, as the AFM must visually confirm the safety of all surfaces that aircraft will operate from, as well as ensure the absence of any foreign object debris (FOD). These items can range from broken pieces of the pavement to dropped tools from vehicles; any such small item can cause a deadly threat to the safety of the aircraft. Such hazards include perforating a tire, getting sucked into the jet engine’s intake, or damaging the hull of the aircraft.

In addition to ensuring the safe operating surfaces of taxiways and runways, the AFM’s job is to confirm the absence of any wildlife on those same surfaces. Depending on the location of the airfield, this can range from a tiny bird to a 12-foot alligator sunbathing on the runway centerline! Believe me, I have had to chase off a few in my days. Some locations have the benefit of wildlife experts to aid in the effort of keeping the airfield and airways safe, such as the United States Department of Agriculture (USDA) within the continental United States, or contracted specialists in overseas locations. In addition to personnel, the AFMs may operate a system of propane fueled cannons to scare off wildlife. Tragedy has occurred when wildlife hazards are not mitigated, such as the September 1995 accident where an Air Force E-3 Sentry struck a flight of Canada Geese on takeoff, crashing to the ground and killing all 26 service members on board.

Safety is the primary purpose of the airfield inspection, but not the only one. Routine maintenance of surfaces and equipment must also be conducted when issues are identified  during the inspection. Fading airfield markings, such as taxiway centerlines, runway touchdown zone markings, and a multitude of other painted signs, require the occasional touching up to avoid any confusion during taxi movements. Airfield signs and lights are also components that are inspected; missing or damaged edge lights may cause an aircraft to accidentally leave the paved surface and end up in grassy, sandy, or muddy surfaces. None of these are ideal for modern fast-moving jet aircraft.

Then there is the weather! Weather hazards are some of the biggest challenges to aviation operations, and many of these hazards start on the ground. During periods of inclement weather (such as rain, frost, fog, or even high winds) the AFM must pay close attention to a multitude of elements: ponding water on taxiways and runways (which may indicate a depression in the pavement caused by soft ground or sink holes), frozen surfaces (during the winter), or damages to the airfield’s infrastructure (lights, signs, etc.). High winds may cause the felling of trees or the presence of other FOD to have been blown onto the movement surfaces. But then, there are certain parts of the world which may present hazards that are quite alien to what is typical in the United States. When I found myself in the Middle East, there were several days where aviation operations were rendered impossible due to the powerful and quite surreal sandstorms. I wonder if such challenges will present themselves to future pioneers operating from a certain other planet in our solar system… talk about weather hazards!

After the inspection is completed, the AFM can now shift focus to making sure the flight planning room is ready for the pilots to come in and plan their flights. This process includes the updating of flight charts and maps, the stocking of Air Force and Federal Aviation Administration (FAA) (or the ICAO in overseas locations) flight publications, advisory circulars, and other regulations, which can be found on the FAA website. They also manage the forms for the filing of a flight plan and any other material the pilots require for this portion of their mission. It is important for the AFMs to work closely with the weather office to provide the pilots with as much information as possible, thus ensuring the best options for safe and effective mission planning. This applies to civilian and commercial aviation as well, as the requirements for safe weather conditions and accurate flight planning is paramount to any airborne endeavor and multiplied when dealing with the transportation of hundreds of people.

After all of this is set up, it is time for the pilots to come in and begin the next part of the mission: planning and preparing for flight. In a future blog, I will be writing about what it’s like collaborating with civil engineers.