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APRIL 2014 • AviationPros.com 21 allows them to set the threshold at the levels they require." FODetect is also a great tool to detect dead birds or wildlife on the runway, which is monitored by the U.S. Depart- ment of Agriculture. The system provides pinpointed information, in terms of where a bird strike occurred and which aircraft was involved. "It's very easy for them to tie a bird strike to a specifc aircraft," Fux says. The system also archives event data and images for future analysis. This al- lows airport offcials to perform timely debris detection, which means they can identify the aircraft involved and the piece located on the runway. For ex- ample, if an aircraft loses a fuel cap as it lands, airport offcials can identify which aircraft and notify personnel about the missing fuel cap by the time they pull into the gate. INSTALLATION DECISIONS Deciding where to put the system might be the most diffcult part of the instal- lation process. Boston Logan selected 09-27 because it was its most heavily used runway. Mass- port is contemplating adding the system to other runways in the future. "It makes sense for airports to have FOD detection systems for older surfac- es," says Fux. "And it makes sense for airports to start with the oldest runways frst, followed by the ones that are under the heaviest use." Once it's agreed that a system like this is needed, funding becomes the next hur- dle to clear. According to Fux, the FO- Detect system is Airport Improvement Program (AIP) eligible. In fact, Miami International Airport just obtained AIP funding for $2.5 million of a $5 million FOD system. The remaining portion will be paid for by the airport, says Fux. Once a project like this is approved, it takes just a few months to get it opera- tional, according to Fux. The frst step is working on the design of the infrastructure in the installation. Because the Xsight system uses exist - ing infrastructure—runway lights—the installation involves using cables in the existing conduit system. "No trenching or major civil engi- neering work is needed on the airfeld," says Fux. "After the design phase is con- cluded, which typically takes just a few weeks, installing the infrastructure takes about two months, and has no impact on airport operations. The work is done during the night or at other times when the runway is not in use." The fnal phase is to install the actual units then test and commission the sys- tem with airport operations and the proj- ect management team. It also involves training personnel to use the system, which Fux says is very intuitive to use. The man-machine interface is based on an airport map, with icons on it that show the location of the units. Operators simply double click on the sensor they wish to view in order to retrieve the available vid- eo and make decisions on what they see. "Our experience has been that within a couple of hours, the employee knows everything they need to know to operate the system," he says. With the FODetect system in place, FOD may someday become a three letter abbreviation that stands for "detected" foreign object debris. Automating this process can have a positive effect on both the top and bottom line of an airport, through greater effciencies and greater safety. "FODetect is a paradigm change to how runway surfaces are managed," says Fux. "We are optimistic that other airports around the country will adopt this important technology." "There may be hundreds of takeoffs and landings in between every manual inspection. An automated system scans continuously." Arik Fux, head, Xsight U.S. offce About the author: Ronnie L. Garrett is the editor of Airport Business magazine. This article originally appeared in the February/March 2014 edition of Airport Business. gsm_19-21_RampSafety_V3.indd 21 4/9/14 3:53 PM