INTERNATIONAL FIRE TRAINING CENTRE

Transcription

1 INTERNATIONAL FIRE TRAINING CENTRE RFFS SUPERVISOR INITIAL LICENSING OF AERODROMES CHAPTER 8 THE MINIMUM REQUIREMENTS TO BE MET IN THE PROVISION OF RESCUE AND FIRE FIGHTING SERVICES AT UK LICENSED AERODROMES Areas of information in bold type are considered to be of prime importance. Throughout this note he means he/she and his means his/hers. INTRODUCTION This note is provided to assist students with their studies whilst attending the RFFS Supervisor course at the International Fire Training Centre. AIM It seeks to explain the background to the requirements and put into everyday language some of the terms used in legislation and other explanatory documents. For application on the aerodrome this note should be read in conjunction with the following material: Annex 14 to the Convention on International Civil Aviation Volume 1 (Aerodrome Design and Operation) ICAO Airport Services Manual (Part 1) Rescue and Firefighting CAP 393 Air Navigation: The Order and the Regulations CAP 168 Licensing of Aerodromes CAP 413 Radiotelephony Manual The Aerodrome License (at the student s aerodrome) The Aerodrome Manual/Emergency Orders (at the student s aerodrome) OBJECTIVES At the end of this technical input you will be able to: Recognise a Condition 2 statement from an aerodrome license Determine the RFFS category of a licensed aerodrome IFTC/CM/05/130/35/Aviation2013/SUPIiLEARN/Page 1 of 5/LICENSING OF AERODROMES CHAPTER 8/ISSUE 1/Jan2013

2 CAP 393 AIR NAVIGATION: THE ORDER AND THE REGULATIONS (ANO) Article 126 of the ANO requires flights in the UK by aircraft whose maximum total weight authorised exceeds 2730kg for the purpose of: The public transport of passengers Flying instruction Flying tests in respect of the grant of a pilot s license Flying tests to gain an aircraft rating or night rating. To take place at: An aerodrome licensed under the ANO for the take-off and landing of such aircraft; or A government aerodrome notified as available for the take-off and landing of such aircraft, or in respect of which the person in charge of the aerodrome has given his permission for the particular aircraft to take off or land as the case may be. The ANO also makes provision for an applicant to be granted an aerodrome licence subject to such conditions as the CAA thinks fit. Although there will be numerous conditions applied to the granting of each license, for the purpose of this note we will concentrate on Condition 2. The ANO requires details regarding the scale of rescue, first aid and fire service facilities, the aerodrome emergency procedures and the procedures to be adopted in the event of temporary depletion of the rescue and fire service facilities to be included in the aerodrome manual. CIVIL AVIATION PUBLICATION 168 (CAP 168) The purpose of this document is to give guidance to applicants and licensees on the procedure for the issue and continuation of or variation to an aerodrome licence issued under Article 128 of the ANO 2005, and to indicate the licensing requirements that are used for assessing a variation or an application. The document also describes the CAA s aerodrome licensing requirements relating to operational management and the planning of aerodrome development. This document represents the minimum standards necessary to meet the licensing requirement. All aerodromes differ and to allow the CAA sufficient flexibility to deal with the different situations encountered, specifications are phrased using the word 'should'. This does not mean that compliance is optional. In fact Condition 2 of all aerodrome licences brings CAP 168 Chapter 8 to mandatory status as required. LEGAL BACKGROUND The Aerodrome Licence (See CAP 168 Chapter 1) Following an application and compliance with the requirements of CAP 168 and Aerodrome Licence may be issued by the CAA. Conditions imposed by the licence may vary between aerodromes but condition 2 of the Aerodrome Licence will state the requirements for provision of Rescue and Fire Fighting (RFF) and Medical Services. A Condition 2 statement will read: No aircraft shall take off or land at the aerodrome unless such firefighting and rescue services and such medical services and equipment as are required in respect of such an aircraft in the CAA s publication CAP 168 (Licensing of Aerodromes) are provided there. Such services and equipment shall, at all times when the aerodrome is available for take-off or landing of aircraft, be kept fit for immediate turnout. IFTC/CM/05/130/35/Aviation2013/SUPIiLEARN/Page 2 of 5/LICENSING OF AERODROMES CHAPTER 8/ISSUE 1/Jan2013

3 THE AERODROME MANUAL (See CAP 168 Chapter 2) All licensed aerodromes/heliports must publish an Aerodrome Manual describing how the aerodrome is to operate. The ANO and Chapter 2 of CAP 168 describes the types of information to be provided including RFF facilities. Article 128 of the ANO states that the holder of an Aerodrome Licence granted under this order shall not contravene or cause or permit to be contravened any condition of the Aerodrome Licence at any time in relation to aircraft engaged on flights that are required to take place from a licensed aerodrome. SUMMARY The ANO specifies the movements of particular aircraft that must take place from either a licensed aerodrome or one operated by the government. An offence under the ANO may therefore have been committed if the conditions of the licence are not met. Condition 2 requires RFF facilities to be provided in accordance with CAP 168 chapter 8 or an attached schedule to an aerodrome license (temporary). UNITED KINGDOM AERONAUTICAL INFORMATION PUBLICATION (See CAP 168 Chapter 10) (UK AIP) This will give the operator of an aircraft information regarding all aspects of the aerodrome. UK AIP A.D.2.6 will give details of: Fire and Rescue Equipment Rescue and Fire Fighting Category (RFF) The fire and rescue categories promulgated in UK AIP refer to the minimum scales of facilities as detailed in CAP 168 Chapter 8. These also accord with the standards and recommended practices detailed in Annex 14 Volume 1 (ICAO) and Airport Services Manual Part 1 (Rescue and Firefighting) PUBLIC TRANSPORT OPERATORS RESPONSIBILITIES The operator of an aircraft registered in the UK has a responsibility under the ANO to satisfy himself by every reasonable means that the aerodrome at which it is intended to take-off or land and any alternate aerodrome at which landing may be made are suitable for the purpose. The AIP is used by operators as one method of satisfaction therefore it is essential that all AIP entries submitted by aerodromes are accurate. CAP 168 CHAPTERS 8 & 9 These chapters should be read in full by the student. It is not intended or recommended that you attempt to memorise the tables listed in Chapter 8 although it is important that you are familiar with the basic requirements. CHAPTER 8 RESCUE AND FIRE FIGHTING SERVICE This chapter sets out the requirements to be met in the provision of Rescue and Fire Fighting Services (RFFS) at licensed aerodromes. It also gives guidance on equipment, extinguishing media, personnel, training and emergency procedures. Condition 2 in the Public Use, Ordinary and IFTC/CM/05/130/35/Aviation2013/SUPIiLEARN/Page 3 of 5/LICENSING OF AERODROMES CHAPTER 8/ISSUE 1/Jan2013

4 Temporary Aerodrome Licenses makes it mandatory for licensees to provide the minimum RFFS as appropriate to their aerodrome and as detailed in Chapter 8. The Rescue and Fire Fighting Services are to be organised, equipped, manned, trained and operated to ensure the most rapid deployment of facilities to maximum effect in the event of an accident and at any event within the response time objective set out in paragraph 4 of this Chapter. The level of protection to be provided at licensed aerodromes in the United Kingdom accords with the practice recommended by the International Civil Aviation Organisation. CATEGORISATION OF AERODROMES As detailed in NOTAL 5/2004, remission factor was withdrawn for all aerodromes from category 3 to category 10 inclusive with effect from 1 January Since this date, aerodromes, in the main, have simply promulgated the RFFS category against which they previously applied remission factor. The method by which an aerodrome RFFS category should be determined should take account of the following factors: A Business Needs Analysis conducted by the aerodrome management An Analysis of Aircraft Movements (all categories) Dimensions of the aircraft operating at the aerodrome. Variances to the published operation. Seasonal Weekly Time of Day Task Resource Analysis for each RFFS category CAP 168 Chapter 8 A Business Needs Analysis can be conducted to determine how best use can be made of the RFFS resources during the aerodromes published hours of operation. This may mean varying the RFFS category during periods where only movements by lower category aircraft are taking place such as overnight or at weekends. Although this offers a degree of flexibility the CAA will require assurance that safety is not compromised and that the response objective as detailed in CAP 168 Chapter 8 can be adequately met with resources appropriate to the aircraft operating. An analysis of aircraft operations over a 12 month period should take into account the number of movements (take off or landing) by aircraft that are required to use a licensed aerodrome in all RFFS categories. Plotting these into a programme will assist in determining the most efficient use of resources by identifying patterns in the category requirements. This will then allow a consistent approach to categorisation to be applied. Where past traffic levels are unavailable, the level of RFFS should be assessed from the best available information. The basis for this assessment should be recorded. This analysis should be periodically reviewed. The key dimensions of the aircraft, for categorisation purposes, are the overall length and maximum fuselage width. Reference should be made to CAP 168 Chapter 8, Table 8.1 and Paragraphs 2.4, 2.5 Where a helicopter, which is required under ANO to use a licensed heliport or aerodrome, operates to or from an aerodrome providing RFFS for fixed wing aircraft, its key dimension for establishing category is the overall length including tail boom and rotors. Although heliports have specific RFFS categories (H1,H2,H3) when operating at an aerodrome, Table 8.1 should be applied. For example; a Westland Wasp has a fuselage length of 9.29m which would indicate a RFF category 1, however its overall length, including tailboom and rotors, is 12.29m making it category 2 for RFFS purposes. Variances to the published operation are permissible on the proviso that this will not compromise safety or an effective response. These variances (increases or reductions in IFTC/CM/05/130/35/Aviation2013/SUPIiLEARN/Page 4 of 5/LICENSING OF AERODROMES CHAPTER 8/ISSUE 1/Jan2013

5 RFFS category) must be clearly indicated in the UK Aeronautical Information Publication (AIP). Aircraft operators can be notified of temporary variances with the issue of a NOTAM. Examples of possible variations are: Seasonal variation in category Weekly variation in category Daily variation in category Extended operating hours with prior notice Availability of higher category with prior notice This could lead to complicated RFFS operating circumstances. Licensees should ensure that: RFFS resources appropriate to the dimensions of aircraft operating are available for immediate turnout throughout the published operating hours. The details of the operation are clearly promulgated so that Pilots are in no doubt about the level of RFFS facilities available. The terms upon which additional operating hours and higher category facilities may be requested, and any period of notice that must be given, are clearly indicated in the AIP. A Task Resource Analysis for each RFFS category should be conducted and submitted to the CAA for acceptance. Although it is not intended to detail the method of conducting a task analysis here, it is important to make clear that one of the purposes of the task analysis should be to ensure that any transition from one category to another can be carried out smoothly and that effective response for each category is planned and regularly tested. This should also take account of wider emergency planning arrangements. CAP 168 Chapter 8 requires the promulgated category of an aerodrome to be determined in a consistent manner based on the largest aircraft expected to use the aerodrome over a twelve month period and with reference to Chapter 8 Paragraphs 2.4, 2.5 and table 8.1. During periods of reduced activity by flights required to use a licensed aerodrome, the level of protection available shall be no less than that needed for the highest category of aeroplane planned to use the aerodrome during that time, irrespective of the number of movements. This planned reduction shall be notified in the UK AIP. CHAPTER 9 EMERGENCY PLANNING Aerodrome emergency planning is the process of preparing an aerodrome to cope with an emergency occurring at the aerodrome or in its vicinity. The objective of aerodrome emergency planning is to minimise the effects of an emergency, particularly in respect of saving lives and maintaining aircraft operations. The aerodrome emergency plan outlines the procedures for co-ordinating the response of different aerodrome agencies (or services) and of those agencies in the surrounding community that could be of assistance in responding to the emergency. CONCLUSION Senior Airport Fire Officers are to ensure that all RFF personnel, and in particular, nominated Supervisors are fully conversant with all the relevant licensing criteria as it effects the Aerodrome Fire Service and the levels of protection to be provided at their respective aerodromes. It is essential that Senior Airport Fire Officers and Supervisors are aware of the action to be taken should it be necessary to vary the levels of available fire cover. (promulgated category) Any queries concerning an individual aerodrome should, in the first instance, be raised with SRG, Aerodrome Standards Department, Aerodrome Inspection, Aviation House, Floor 2W, Gatwick Airport South, West Sussex, RH6 0YR. IFTC/CM/05/130/35/Aviation2013/SUPIiLEARN/Page 5 of 5/LICENSING OF AERODROMES CHAPTER 8/ISSUE 1/Jan2013