Aerodrome Manual 2016

Transcription

1 Aerodrome Manual 2016 Version 2 1st April 2016

2 Contents Contents... 1 PART A - GENERAL INTRODUCTION PURPOSE OF THE AERODROME MANUAL AERODROME MANUAL STRUCTURE AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE AMENDMENTS CONDITIONS OF USE OF THE AERODROME OBLIGATIONS OF THE AERODROME OPERATOR ABBREVIATIONS BIBLIOGRAPHY NAME AND ADDRESS OF AERODROME REGISTERED OFFICE CERTIFICATE HOLDER LEGAL POSITION REGARDING AERODROME CERTIFICATION Certification Requirement Certificate Compliance Use of the Airport KEY POST HOLDERS MANAGEMENT REPORTING STRUCTURES Cornwall Airport Limited Cornwall Airport Newquay Operations Cornwall Airport Newquay - Airport Engineering Cornwall Airport Newquay Safety & Compliance Cornwall Airport Newquay Rescue & Firefighting Service PART B - SAFETY MANAGEMENT SYSTEM OVERVIEW Context Cornwall Airport Newquay Safety Management System - Scope SAFETY POLICIES & MANAGEMENT STRUCTURES Safety Policy Declaration Key Safety Post Holders Key Safety Post Holders Safety Accountabilities Competency & Fitness for Duty SAFETY COMMITTEES Strategic Safety Oversight Safety Committees Safety Review Board (SRB) Operation Safety Technical Group (OSTG) Airside Safety and Security Committee Emergency Liaison Group Cornwall Airport Newquay Aerodrome Manual v2 1

3 3.2.5 Health, Safety and Well Being Committee Security Executive Group (SEG) Risk Advisory Group (RAG) Safety Committee Attendance DOCUMENT MANAGEMENT Types of Documentation and Notices Internal Document Reference Guide Issue Methods Changes to Regulatory Documentation Documentation/Records Storage and Retention GENERAL SAFETY MANAGEMENT ARRANGEMENTS General Airside Safety Rules Safety Risk Management Changes requiring prior approval from the Competent Authority The System Risk Management (SRM) Process Assessment of the Level of Safety Risk Flow Chart Safety Tolerability and Sign Off Review of Safety Risk Assessments Competence for carrying out Safety Risk Assessments AIRFIELD SAFETY REPORTING AND INVESTIGATION Accident and Incident Reporting Policy Personal Injury Accidents and Incidents Incident / Accident Initial Investigation Report Form Accident, Incident and Unplanned/Undesirable Event Investigation Policy Unplanned/Undesirable Event Reporting Policy Mandatory Occurrence Reporting (MOR) Scheme Safety Observation Reporting Scheme (SORP) SAFETY PERFORMANCE MONITORING CONTRACTED ACTIVITIES ILS Inspections Compass Swing Facility Aerodrome Survey Data and Treatment of Obstacles The Management of Air Traffic Aeronautical Ground Lighting Navigational Aids Providers of Apron Management Services Cornwall Airport Newquay Aerodrome Manual v2 2

4 8.8 Apron Management Services outside of the Operating Boundary Record Keeping Aircraft Movement Data SAFETY AUDITING Aerodrome Safety Audits SAFETY COMPETENCY FRAMEWORKS Human Factors MANAGEMENT OF CHANGE Direct Role Replacement Merger of Roles Procedural Change Termination of Operations SAFETY COMMUNICATIONS SAFETY TRAINING & EDUCATION Cornwall Airport Newquay Staff Third Party Company Staff External Groups PART C - PARTICULARS OF AERODROME SITE LOCATION AND ELEVATION INS CHECKPOINTS Obstacles Infringing Standard Protected Surfaces MANOEUVRING AREA SURFACES Runways Taxiway Width, Surface & Strength Aircraft Stand Provision Stand Design & Layout AERODROME CHARTS AND MAPS Location of Aerodrome from the nearest towns Aerodrome Chart Aerodrome Parking / Docking Chart VISUAL CHARACTERISTICS General SIGNALS SURFACE MARKINGS Airfield Work In Progress SIGNS AERONAUTICAL GROUND LIGHTING (AGL) General PART D COMPANY DETAILS Cornwall Airport Newquay Aerodrome Manual v2 3

5 1.1 Name and Address of Aerodrome Name and Address of Accountable Manager GEOGRAPHICAL COORDINATES OF AERODROME REFERENCE POINT AERODROME ELEVATION AND GEOID UNDULATION Elevation of Each Threshold and Geoid Undulation Elevation of the Runway ends Significant High and Low Points along the Runway Aerodrome Reference Temperature NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS AERODROME DIMENSIONS Runways Taxiways Aprons Surface Type and Aircraft Stands EASA Certification Special Conditions Deviation and Action Documents (DAAD) VISUALS AIDS FOR APPROACH Basic Requirements Approach Lighting Approach Slope Indicators Runway and Stopway Lighting AERONAUTICAL GROUND LIGHTING INTENSITY SETTINGS SECONDARY POWER SUPPLIES FLIGHT INSPECTION OF AERONAUTICAL GROUND LIGHTING OBSTACLE LIGHTING INSPECTION AND MAINTENANCE OF VISUAL AIDS AERODROME SIGNAL, SIGNS AND MARKINGS General Light Signals Temporary Obstruction Markings Taxi Guidance Signs Runway Markings Taxiway Markings Apron/Stand Markings Road Signs and Markings Windsleeves NAVAIDS Location and Radio Frequency of VOR Aerodrome Checkpoints LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES PAVEMENT SURFACE TYPE & BEARING STRENGTH Cornwall Airport Newquay Aerodrome Manual v2 4

6 16. PRE FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED RUNWAY & RUNWAY INTERSECTION DECLARED DISTANCES PROCEDURES FOR REDUCING RUNWAY DECLARED DISTANCES Actions by LSACL and Safety considerations Use of Runway if the Obstruction is to the Side Calculation of Reduced Declared Distances when the Runway is blocked or the Obstructions are within 75 m of the Runway Centreline CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT AIRPORT RESCUE AND FIREFIGHTING SERVICE Availability and Scope Communication and Alerting Systems ARFFS Level of Protection Number of ARFFS Vehicles and Rescue Equipment Extinguishing Agents Response Time Personnel Medical Standards for ARFFS Personnel Training Programme of ARFFS Personnel General Training Programme of ARFFS Personnel Trainees Rules and Procedures Instructors Assessors ARFFS Personnel Records Audits Additional Water Supplies Integrated Emergency Planning Part E POLICIES OVERVIEW AND OWNERSHIP Aircraft Engine Ground Running Aircraft Compass Calibration Test, Training and Ferry Flights Aircraft Maintenance Activity Aerodrome Inspection Regime Runway Friction Measurement FOD & Airfield Sweeping Noise Abatement Airside Works (Development, Maintenance and Remedial) Access to Critical Part (CP) Cornwall Airport Newquay Aerodrome Manual v2 5

7 1.11 Wildlife & Habitat Management Aeronautical Ground Lighting Reduced Runway Length Operations Aerodrome Survey Data & Treatment of Obstacles Aerodrome Safeguarding Promulgation of Aeronautical Information Detention of Aircraft Low Visibility Procedures Removal of Disabled Aircraft Accident, Incident and Safety Occurrence Reporting Facilities and Infrastructure Defect Reporting Airport Operations Quality Assurance & Quality Control Programme Safety Infringements Aeronautical Weather Information Winter Operations Aerodrome Snow Plan Aircraft Parking Stands & Allocation Aviation Fuel Management Spillages Waste Disposal Aircraft Washing Aircraft Pushback and Towing Aircraft Turnaround Management Airside Competency & Training Stand Closures & Restrictions Airside Driving Airside Vehicle & Equipment Standards Emergency Planning Use of Aerodrome by Higher Code Letter Aircraft AIRPORT SAFETY INSTRUCTIONS ASI 1 Aircraft Engine Ground Running ASI 2 Aircraft Compass Calibration ASI 3 Aircraft Maintenance Activity ASI 4 Airside Works (Development & Maintenance) ASI 5 Access to Critical Part (CP) Cornwall Airport Newquay Aerodrome Manual v2 6

8 2.6 ASI 6 - Airside Facilities and Infrastructure Defect Reporting ASI 7 Safety Infringements ASI 8 Aircraft Turnaround Management ASI 9 Airside Competency & Training ASI 10 Airside Driving AIRSIDE DRIVING PERMIT APPLICATION FORM ASI 11 Airside Vehicle & Equipment Standards PROCUREMENT OF EQUIPMENT FLOW CHART Airside Vehicle Permits Types of Permits Display of AVP Conditions of Use Vehicle & Equipment Requirements Obstruction Lights Employers Responsibility Insurance Requirements for an AVP Legal Aspect Control of Access Use of Escorts Crash/Access Gate Airside Vehicle Policy Primary Access Security ASI 12 FOD, Spillages & Airfield Sweeping ASI 13 Apron Management ASI 14 Aviation Fuel Management ASI 15 Adverse Weather ASI 16 - Aircraft Pushback Procedures ASI 17 - Waste Management Strategy and Policy ASI 18 Aircraft Washing ASI 2.19 Aerodrome Inspection Regime ASI 20 Stand Closures & Restrictions ASI 21 Carbon Reduction Policy Commitment Cornwall Airport Newquay Aerodrome Manual v2 7

9 PART A - GENERAL Cornwall Airport Newquay Aerodrome Manual v2 8

10 1. INTRODUCTION The Cornwall Airport Newquay Aerodrome Manual clearly and concisely describes the systematic approach to the operation of the aerodrome, demonstrating our commitment to managing the aerodrome safely and effectively. Whilst accountability starts at the top of any organisation it is essential that all individuals understand their own responsibilities and accountabilities as defined within the manual. The Aerodrome Manual is distributed to all Cornwall Airport Newquay departments that have a role in the safe operation of the aerodrome. It is also distributed widely to our Airline Operators and Stakeholders with Instructions and guidance to policy and procedures on the airfield. 2. PURPOSE OF THE AERODROME MANUAL The Aerodrome Manual contains details of the characteristics, policies and operational procedures for the safe operation of Cornwall Airport Newquay in accordance with the Air Navigation Order and the EASA Aerodrome Certificate. The procedures contained within this manual must be complied with by all users of the airport. Commission Regulation (EU) No 139/2014 lays down requirements and administrative procedures related to aerodromes pursuant to regulation (EC) No 216/2008 of the EU parliament and of the council. The designated competent authority with the necessary powers and responsibilities of the certification and oversight of aerodromes within the United Kingdom is the UK Civil Aviation Authority (CAA) 3. AERODROME MANUAL STRUCTURE The Aerodrome Manual is structured to meet the requirements of IR.ADR.OR.E.005 A large part of the EASA requirement is provided in this document, but to avoid duplication of information, where other Cornwall Airport Newquay documents provide the required information, then this manual will merely cross-refer to such other documents. These are listed in Bibliography, at paragraph Cornwall Airport Newquay Aerodrome Manual v2 9

11 4. AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE The Aerodrome Manual will be published annually in December, to become effective on January 1st of the following year, and will be valid for the entire calendar year. It is available electronically to representatives to organisations involved with the operation of aircraft and supporting services. The manual is also viewable on the Cornwall Airport Newquay Internet site from where it may be downloaded as a PDF file. Whilst the aerodrome manual is freely available to all, the Emergency Orders are only available to authorised parties To apply for a copy of the Emergency Orders please send an stating: Name, Job Title, Organisation, Reason for access To: faysmith@cornwallairportnewquay.com Hard copies are not produced by Cornwall Airport Newquay for distribution, but may be printed for internal office use. Any hard copies printed by recipients of the electronic distribution are not controlled. Care must be taken to ensure that paper copies are disposed of or fully amended at the expiry date. In order to guard against out of date information being in circulation, the manual will have an expiry date included at the foot of each page. This will normally be the last day of the calendar year. Significant changes to text from the preceding edition are highlighted in Yellow which appears light grey when printed in monochrome. 5. AMENDMENTS The Aerodrome Manual is a live document in the sense that it is maintained as a single entity incorporating all up to date information. There are no supplements added during the validity period - any significant amendments will trigger a re-issue of the entire document as a new version. When this happens an advisory message will be sent to the distribution addressees, informing that the Aerodrome Manual has received an update, with a new version number, e.g. version 1, version 2, etc. Changes to contents from the preceding edition will be highlighted in Yellow thus; abcdefghijklmnopqrstuvwxyz Temporary amendments to facilities and procedures or changes awaiting incorporation into a revised edition of the manual will be promulgated by Aerodrome Directive (AD). All recipients of this manual will also receive AD. Handwritten amendments to any edition of this manual are strictly prohibited. The responsibility for, noting and acting on, such amendments rests with the manual holder Cornwall Airport Newquay Aerodrome Manual v2 10

12 6. CONDITIONS OF USE OF THE AERODROME The terms and conditions for using the airport are set out in the Cornwall Airport Newquay Standard Fees and Charges updated annually and available via the webpage 7. OBLIGATIONS OF THE AERODROME OPERATOR Cornwall Airport Limited is both the aerodrome certificate holder and the sole apron management service provider within the operating boundary. Cornwall Airport Newquay has an EASA aerodrome certificate issued by the competent authority, Civil Aviation Authority under the name Cornwall Airport Newquay. The certificate number is EGHQ 001 and held by the accountable manager Under the terms of this certificate the Accountable Manager may not contravene or cause or permit to be contravened any aerodrome certificate conditions. The accountable manager is required to take all reasonable steps to secure that the aerodrome and the airspace within which its visual traffic pattern is normally contained are safe at all times for use by aircraft. The competent authority is required to assess the aerodrome operator and monitor its continued competence to conduct safe operations in compliance with the applicable EASA requirements and certification basis. Key post holders named under Part A Section 14 shall facilitate site access or provide required information to the competent authority for the purposes of inspections & audits. 8. OBLIGATIONS OF THE APRON MANAGEMENT SERVICE PROVIDER Cornwall Airport Limited is both the aerodrome certificate holder and sole apron management service provider within the operating boundary. Refer to Part B Section 8.7 for further information A D Titterington Managing Director/Accountable Manager Cornwall Airport Newquay Cornwall Airport Newquay Aerodrome Manual v2 11

13 8. GLOSSARY TERMS & CONDITIONS Aerodrome Any area of land or water designed, equipped, set apart or commonly used to afford facilities for the landing and departure of aircraft and includes any area or space, whether on the ground, on the roof of a building or elsewhere, which is designed, equipped or set apart to afford facilities for the landing and departure of aircraft capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the landing and departure of aircraft has been abandoned and has not been resumed. Aerodrome Elevation The elevation of the highest point of the landing area. Aerodrome Reference Point The aerodrome reference point is the geographical location of the aerodrome and the centre of its traffic zone where an ATZ is established. Apron A defined area on a land aerodrome provided for the stationing of aircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo and for parking. Category 1 (CAT 1) Operation A precision Instrument Approach and Landing with a decisions height not lower than 200 feet and with either a visibility not less than 800m, or runway visual range (IRVR) not less than 550m. Category ll (CAT ll) Operation A precision instrument approach and landing with a decision height lower than 200ft but not lower than 100ft., and a runway visual range not less than 300m. Category llla (CAT llla) Operation A precision instrument approach and landing with either, a decision height lower than 100ft,or with no decision height and a runway visual range not less than 175m. Category lllb (CAT lllb) Operation A precision instrument approach and landing with either, a decision height lower than 50ft or with no decision height and a runway visual range less than 175m but not less than 50m. Category lllc (CAT lllc) Operation A precision instrument approach and landing with no decision height and no runway visual range limitations. Cleared and Graded Area An area within a runway strip free from obstacles. Clearway An area at the end of the take-off run available and under the control of the aerodrome licensee, selected or prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height Cornwall Airport Newquay Aerodrome Manual v2 12

14 Instrument Approach Runway A runway intended for the operation of aircraft using non-visual aids providing at least directional guidance in azimuth adequate for a straight-in approach. Instrument Strip An area of specified dimensions, which encloses an instrument runway. Inter-Stand Clearway A corridor of apron between two stands, marked by paint markings intended to be kept clear so as to facilitate vehicle movement from the front to the back of a parked aircraft and to enable emergency access / egress. Manoeuvring Area That part of an aerodrome provided for the take-off and landing of aircraft and for the movement of aircraft on the surface, excluding the apron and any part of the aerodrome provided for the maintenance of aircraft. Movement Area That part of an aerodrome intended for the surface movement of aircraft including the Manoeuvring area, aprons and any part of the aerodrome provided for the maintenance of aircraft. Non-Instrument Runway A runway intended for the operation of aircraft using visual approach procedures. Obstacle All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight. Obstacle Free Zone A volume of airspace extending upwards and outwards from an inner portion of the strip to specified upper limits which is kept clear of all obstructions except for minor specified items. Precision Approach Runway A runway intended for the operation of aircraft using visual and non-visual aids providing guidance in both pitch and azimuth adequate for a straight-in approach. See Category 1, 2 and 3 Operations. Runway A defined rectangular area, on a land aerodrome prepared for the landing and takeoff run of aircraft along its length. Runway End Safety Area (RESA) An area symmetrical about the extended runway centreline and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway. Shoulder An area adjacent to the edge of a paved surface so prepared as to provide a transition between the pavement and the adjacent surface for aircraft running off the pavement Cornwall Airport Newquay Aerodrome Manual v2 13

15 Stopway A defined rectangular area at the end of the take-off run available prepared and designated as suitable area in which an aircraft can be stopped in the case of a discontinued take-off. Strip An area of specified dimensions, enclosing a runway and taxiway, to provide for the safety of aircraft operations. Taxiway A defined path, usually paved, on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including: a) Apron Taxiway - a portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron. Taxiway Holding Position A designated position at which taxiing aircraft and vehicles may be required to hold in order to provide adequate clearance from a runway. Taxiway Intersection A junction of two or more taxiways. Threshold The beginning of that portion of the runway usable for landing Cornwall Airport Newquay Aerodrome Manual v2 14

16 9. ABBREVIATIONS AAIB ACN AD AGL AIS ALARP AMC AOA AOM AATSD ARFFS ASDA ASA ATC ATCC ATCO ATS ATZ ATCA CAA CAL CAP CDA CP CS DF DME EASA FOD GA GM GMC HAZOP HR HSE ICAO IFR IHS ILS IRVR KSPI LDA LPA LSA LVP MOATS MOR MT NOTAM NQY OFZ Air Accident Investigation Branch Aircraft Classification Number Aerodrome Directive Aeronautical Ground Lighting Aeronautical Information Service As Low As Reasonably Practicable Acceptable Means of Compliance Airport Operators Association Airport Operations Manager Aerodrome Standards Division (CAA) Airport Rescue & Firefighting Service Accelerate Stop Distance Available Airport Safety Analyst Air Traffic Control Airside Trainer and Compliance Controller Air Traffic Control Officer Air Traffic Service Aerodrome Traffic Zone Air Traffic Services Assistant Civil Aviation Authority Cornwall Airport Limited Civil Aviation Publication Continuous Descent Approach Critical Part Conical Surface Direction Finder Distance Measuring Equipment European Aviation Safety Agency Foreign Object Debris General Aviation Guidance Material Ground Movement Control Hazard and Operations Analysis Human Resources Health and Safety Executive International Civil Aviation Organisation Instrument Flight Rules Inner Horizontal Surface Instrument Landing System Instrumented Runway Visual Range Key Safety Performance Indicator Landing Distance Available Local Planning Authority Localiser Sensitive Area Low Visibility Procedures Manager of Air Traffic Services Mandatory Occurrence Report Motor Transport Notice to Airmen Newquay Aerodrome Obstacle Free Zone Cornwall Airport Newquay Aerodrome Manual v2 15

17 OHS OLS ORA OSTG PAPI PCN PCV PHI PPE PPR RESA RPE RTF RVP RVR SAFE SAFO SID SMS SNOWTAM SRG SSR STAR TDM TDZ TOCS TODA TOI TORA TS UK AIP ULD VCR VFR WIP WM Outer Horizontal Surface Obstacle Limitation Surface(s) Operational Risk Assessment Operations Safety Technical Group Precision Approach Path Indicator Pavement Classification Number Passenger Carrying Vehicle Preliminary Hazard Identification Personal Protective Equipment Prior Permission Required Runway End Safety Area Respiratory Protective Equipment Radio Telephony Rendezvous point Runway Visual Range Senior Airfield Engineer Senior Airport Fire Officer Standard Instrument Departure Safety Management System Snow State Message to Airmen Safety Regulation Group (CAA) Secondary Surveillance Radar Standard Arrival Route Terminal Duty Manager Touch Down Zone Take-Off Climb Surface Take Off Distance Available Temporary Operational Instruction Take Off Run Available Transitional Surface UK Aeronautical Information Publication Unit Load Device Visual Control Room Visual Flight Rules Work-In-Progress Watch Manager (ATC) Cornwall Airport Newquay Aerodrome Manual v2 16

18 10. BIBLIOGRAPHY Regulation ICAO Annex 14 Volume 1 Aerodrome Design & Operations ICAO 9157 Aerodrome Design Manual (Parts 1-5) ICAO 9870 Manual on the Prevention of Runway Incursions ICAO 9859 Safety Management Manual ICAO 9774 Manual on the Certification of Aerodromes ICAO Airport Services Manual Part 7 Airport Emergency Planning ICAO Annex 13 Aircraft Accident & Incident Investigation EASA Commission Regulation (EU) No 139/2014 EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority, Organisation and Operations Requirements for Aerodromes. EASA Certification Specifications (CS) and Guidance Material for Aerodrome Design CS-ADR-DSN. United Kingdom Best Practice guidance is included in the following CAP documents CAP 32 UK Aeronautical Information Publication CAP 232 Aerodrome Survey Information CAP 382 Mandatory Occurrence Reporting Scheme CAP 393 Air Navigation: The Order and the Regulations CAP 413 Radiotelephony Manual CAP 493 Manual of Air Traffic Services Part 1 CAP 576 Aerodrome Model Emergency Orders CAP 637 Visual Aids Handbook CAP 642 Airside Safety Management CAP 670 Air Traffic Services Safety Requirements CAP 683 The Assessment of Runway Surface Friction for Maintenance Purposes CAP 699 Standards for the Competence of RFFS Personnel CAP 700 Operational Safety Competencies CAP 726 Guidance for Developing and Auditing a Formal Safety Management System CAP 728 The Management of Safety CAP 738 Safeguarding of Aerodromes CAP 748 Aircraft Fuelling and Fuel Installation Management CAP 760 Hazard Identification, Risk Assessment and the Production of Safety Cases CAP 772 Wildlife Hazard Management at Aerodromes CAP 781 Runway Rehabilitation CAP 790 Airfield Driver Standards CAP 791Procedures for Changes to Aerodrome Infrastructure CAP 1168 Guidance Material for Organisations, Operations and Design Requirements for Aerodromes Cornwall Airport Newquay Aerodrome Manual v2 17

19 11. NAME AND ADDRESS OF AERODROME Cornwall Airport Limited, Cornwall Airport Newquay St. Mawgan, Newquay, Cornwall TR8 4RQ Tel: Fax: REGISTERED OFFICE CERTIFICATE HOLDER Cornwall Council County Solicitors Office New County Hall Treyew Road Cornwall TR1 3AY Tel: Company Registration Number LEGAL POSITION REGARDING AERODROME CERTIFICATION 13.1 Certification Requirement The Air Navigation Order requires that certain flights, in particular Public Transport Flights take place at a Certificated Aerodrome. Cornwall Airport Newquay is within the scope of EASA as it is open to public use and serves commercial air transport and where operations using instrument approach or departure procedures are provided, and have a paved runway of 800 metres or above. The Aerodrome Certificate, granted by the UK CAA, provides for Public Use of the Aerodrome and shall be available to all persons under equal conditions at all times when the aerodrome is available for the take-off or landing of aircraft Certificate Compliance The Accountable Manager has signed a Declaration of Compliance to confirm that the systems in place are appropriate to meet the provisions of Regulation (EC) No 216/2008 and its Implementing Rules and that they have the evidence to prove the fact. The Airport Operations Manager is responsible for ensuring that Cornwall Airport Newquay complies with the conditions of the Aerodrome Certificate Cornwall Airport Newquay Aerodrome Manual v2 18

20 13.3 Use of the Airport Subject to the conditions of the certificate nothing shall be taken to confer on any person the right to use the Aerodrome without the consent of the Accountable Manager. The Accountable Manager shall inform the Competent Authority of the times during which the Aerodrome is to be generally available for the take-off and landing of aircraft, and of any changes in those times. Cornwall Airport Newquay activity includes handling public transport, military, aerial work, aircraft maintenance, banner towing, parachute, gliding and flight training activity. Published aerodrome opening hours and ARFFS category cover are as published within the AIP entry, 14. KEY POST HOLDERS Current Post holder Position Position authorised to deputise in the event of absence Al Titterington Managing Director Airport Operations (Accountable Manager) Manager Keith Marshall Finance Director Managing Director Richard Thomasson Airport Operations Manager Managing Director Andy Ormshaw Manager of Air Traffic Services Deputy Senior Air Traffic Controller Charles Dixon Senior Airport Fire Officer Duty ARFFS Supervisor Kevin Oliver Senior Airfield Engineer Manager of Air Traffic Services Steve Gardner Airside Manager Airport Operations Manager Heather Sturt Passenger & Customer Services Manager Airport Operations Manager Nerissa Marx Security Manager Airport Operations Manager Graham Bartlett Airport Safety Analyst (External Advisor) Managing Director If the post holder or their deputy are unavailable then safety accountabilities default to the On Call Senior Manager Cornwall Airport Newquay Aerodrome Manual v2 19

21 15. MANAGEMENT REPORTING STRUCTURES 15.1 Cornwall Airport Limited Cornwall Airport Limited Board of Directors Managing Director Airport Operations Manager Manager of Air Traffic Services Finance Director 15.2 Cornwall Airport Newquay Operations Airport Operations Manager Senior Airport Fire Officer Terminal Duty Manager Buildings & Projects Manager Aviation Fuel Cornwall Airport Newquay Aerodrome Manual v2 20

22 15.3 Cornwall Airport Newquay - Airport Engineering Cornwall Airport Newquay Aerodrome Manual v2 21

23 15.4 Cornwall Airport Newquay Safety & Compliance Accountable Manager Airport Safety Analyst Airport Operations Manager Manager of Air Traffic Services Aviation Security EC300 and Covert testing Aerodrome Safety Aviation Fuel 15.5 Cornwall Airport Newquay Rescue & Firefighting Service Airport Operations Manager Senior Airport Fire Officer Station Manager Station Manager Station Manager Fire Service Administrator Watch Manager Watch Manager Watch Manager Crew Manager Crew Manager Crew Manager Firefighter x6 Firefighter x6 Firefighter x Cornwall Airport Newquay Aerodrome Manual v2 22

24 PART B - SAFETY MANAGEMENT SYSTEM Cornwall Airport Newquay Aerodrome Manual v2 23

25 1. OVERVIEW The definition of SMS is as follows: A Safety Management System (SMS) is an organised approach to managing safety, including the necessary organisational structures, accountabilities, policies, and procedures. Whilst safety has always been managed as a priority at Cornwall Airport Newquay, the Safety Management System (SMS) is designed to ensure that it is carried out in a formal and structured fashion. Part B of this manual describes the policies and processes for the management of aerodrome safety at Cornwall Airport Newquay. 1.1 Context Cornwall Airport Newquay Safety Management System is concerned with Operational Safety and the management of risk on the aerodrome. In addition, the company SMS looks at Business Impact Risk and two elements are intrinsically linked to form the corporate risk register. Operational Safety Corporate Risk Register Business Impact Risk Any organisations working on or providing services at the aerodrome will be subject to oversight and audit by the aerodrome operator Cornwall Airport Newquay Aerodrome Manual v2 24

26 1.2 Cornwall Airport Newquay Safety Management System - Scope Cornwall Airport Newquay Safety Management system (SMS) forms the top-tier; strategic outline of the way safety is managed across the aerodrome site. It identifies the principles that govern our safety management, and where relevant, relates to documents that outline more specifically the procedures and actions that are carried out in Part E. The SMS relates to other aerodrome documentation in the following way: Aerodrome Manual MATS PT II Airport Rescue & Firefighting Service Operational Procedure Emergency Orders Wildlife and Habitat Management Aviation Fuel Management Terminal Operations Cornwall Airport Newquay Aerodrome Manual v2 25

27 2. SAFETY POLICIES & MANAGEMENT STRUCTURES 2.1 Safety Policy Declaration Air transport operations can be hazardous. Risks must be managed and safety will be embedded in our business thinking. The Accountable Manager and members of the senior management team will lead and set the standards for a safe airport operation to achieve the safety performance objectives and targets set each year. Cornwall Airport Newquay s Ten Steps to Safety: 1 Operate and continually develop an effective Airport Safety Management System and provide a systematic foundation for safety in all our activities. 2 Ensure that aerodrome safety is suitably prioritised when considered relative to commercial, operational, and environmental conflicts. 3 Comply with and, when considered necessary, exceed legislative and regulatory requirements and standards. 4 Clearly define for all our staff their responsibilities for the delivery of safety performance. 5 Promote Just Culture across our business. It is a culture that is fair and encourages open reporting of accidents and incidents. However, deliberate harm and wilful damaging behaviour is not tolerated. Everyone is supported in the reporting of accidents and incidents. 6 Ensure that all our staff are provided with adequate and appropriate facilities, equipment and training, are competent in safety matters, and are only allocated tasks commensurate with their skills. 7 Ensure that sufficient resources are available to implement our safety policies and activities. 8 Demonstrate and provide leadership across third parties operating on aerodrome to minimise the risks associated with aerodrome operations. 9 Audit, record, and review our safety performance against key indicators and take appropriate action when required, and striving for continuous improvement. 10 Ensure that appropriate safety information is provided to all users and employees, and that people are aware of risks and relevant safety control measures. A D Titterington, Managing Director, Accountable Manager 1st January Cornwall Airport Newquay Aerodrome Manual v2 26

28 2.2 Key Safety Post Holders Cornwall Airport Limited Corporate Governance Cornwall Council (CC) owns Cornwall Airport Newquay. The airport and all of the associated aerodrome services are operated by and is the responsibility of Cornwall Airport Ltd (CAL), which is a 100%, owned company of CC. Figure 1 illustrates the Corporate Governance relationship between CAL and CC. All the day to day operation of the aerodrome resides with the Executive Directors of CAL, who report to the CAL Board. The Executive Directors sit on the Board, alongside the Company Chairman and Non-Executive members. The Budget for the Airport is determined as part of the Council s annual budget setting process and falls within the wider Airport Business Plan. Input to the Budget process is identified by the CAL Board for consideration with the Directorate of Economy, Enterprise and Environment (EE&E). Any capital spend requirements of the Company follows the same budget process. Figure 1 Corporate Governance Structure Cornwall Council CAL Board of Directors Managing Director (Accountable Manager) Airport Safety Analyst Finance Director Airport Operations Manager Manager of Air Traffic Services Cornwall Airport Newquay Aerodrome Manual v2 27

29 2.3 Key Safety Post Holders Managing Director (Accountable Manager) Finance Director Airport Operations Manager Manager of Air Traffic Services Senior Airport Fire Officer Airport Safety Analyst Senior Airfield Engineer Passenger & Customer Services Manager Security Manager Airside Manager Al Titterington Keith Marshall Richard Thomasson Andy Ormshaw Charles Dixon Graham Bartlett Kevin Oliver Heather Sturt Nerissa Marx Steve Gardner Deputising for Absence When members of staff with key safety responsibilities are absent from work, it is essential that a competent colleague assumes their safety responsibilities. In general, the following applies: Any person assuming the responsibilities of another must be deemed competent in terms of technical / operational knowledge to do so. A senior manager who, out of necessity, is required to authorise action on behalf of another, but who lacks the relevant competency, must act in accordance with advice from a suitably competent subordinate. Outside of normal office hours Due to the disparity between office based and shift based working patterns, it may be necessary for a subordinate to take over their manager s safety responsibilities. The TDM is deemed competent and is authorised to take any action contained within the aerodrome manual policy to ensure the immediate safety of aircraft operations. If the TDM is unavailable then the On Call Senior Manager will assume accountability. Urgent matters/last resort At times where an immediate decision needs to be made, the most senior person available is authorised to make a decision that resolves a temporary situation and the On Call Senior Manager must be informed without delay. At the earliest opportunity, any temporary decisions will be reviewed through the standard formal processes described in this manual and any further action or changes taken as appropriate. On Call Senior Management Team The on call senior management team (OCSM) roster ensures that a member of the Senior Management Team is available 24 hours a day, 365 days a year. The OCSM Cornwall Airport Newquay Aerodrome Manual v2 28

30 roster is designed to ensure senior management support is available immediately should the situation warrant it. OCSM contact telephone number Long-term absence Should a staff member with safety responsibilities remain absent for an extended period (i.e. over four weeks) arrangements should be made to introduce a temporary position to act up. The position that is temporarily covered would be preceded by the word Acting e.g. Acting Airport Operations Manager. This temporary post would then assume the full safety responsibilities of the post being covered. Consultations with HR will precede confirmation of any long-term temporary arrangements. NB - This policy only reflects deputising for absence regarding safety responsibilities. Local policies are in place for covering standard items such as meeting attendance, sickness reporting etc. Exceptional Circumstances There may be rare occasions where a need arises to carry out operations against set policies for a temporary period, such as during development works. Any temporary procedures will be carefully assessed and special measures put in place to ensure that safety is not compromised. These exceptional circumstances will require approval from the accountable manager should insufficient time be available to convene an emergency Operational Safety Technical Group meeting (OSTG) Cornwall Airport Newquay Aerodrome Manual v2 29

31 2.4 Safety Accountabilities MANAGING DIRECTOR (ACCOUNTABLE MANAGER) Current Post Holder Al Titterington Aerodrome Safety Accountabilities The Managing Director is the nominated Accountable Manager for Cornwall Airport Newquay and therefore is accountable for all safety related issues. The Managing Director is accountable to the CAL Board of Directors. Key Aerodrome Safety Responsibilities Accountable manager for the Aerodrome as defined in the Air Navigation Order Ensure that relevant safety significant issues are brought to the attention of the Board. Ensure the Airport s Business Plan is sufficiently resourced to meet the requirements of maintaining the Aerodrome certificate, with particular regard to its Safety Management System. Ensure that full consideration is given to safety integrity in changes to the airport s organisational structure and business processes and physical infrastructure. Establish and implement the safety targets and objectives and ensure that safety is given highest priority and monitor achievement through the monthly board meetings and chairing of the Airport Safety Review Board Ensure that suitable qualified and competent persons are employed in operational and safety critical roles. Ensure that a strategy and resources are in place to maintain airfield infrastructure in a safe condition. Ensure that all key post holders are aware of their safety responsibilities. Attend and contribute to formal safety related committees as described in Part B Section 3.3 Promote Just Culture through liaison with airport staff and stakeholders The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities Cornwall Airport Newquay Aerodrome Manual v2 30

32 2.4.2 Airport Operations Manager Current Post Holder Richard Thomasson Aerodrome Safety Accountabilities The Airport Operations Manager is accountable to the Managing Director Key Aerodrome Safety Responsibilities Implement and support the safety targets and objectives and ensure that safety is given highest priority. Ensure that suitable qualified and competent persons are employed in operational and safety critical roles. Ensure that operational risk assessments are effective and maintained up to date. Maintain the safety targets and objectives set by the accountable manager and ensure that safety is given highest priority and monitor achievement through the monthly board meetings and Airport Safety Review Board Ensure emergency plans are in place and regularly tested Ensure that published Emergency Orders are kept up to date Ensure that the emergency response to aircraft accidents and incidents is investigated and recommendations implemented through the Emergency Liaison Group. Lead special investigations into major safety occurrences and develop strategies to reduce operational accidents and incidents. Ensure that a system for reporting of safety significant occurrences is in place, including MOR and Reportable Accidents Attend and contribute to formal safety related committees as described in Part B 3.3. Ensure procedures and systems are developed in accordance with the airports SMS and that continued review and development takes place Responsible for the assurance of safety for airport operations and compliance of all aspects of the aerodrome operation in accordance with ICAO, EASA and EC300 regulatory specifications. Establish and maintain policies and procedures that ensure compliance Promote Just Culture through liaison with airport staff and stakeholders The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities Cornwall Airport Newquay Aerodrome Manual v2 31

33 2.4.3 Manager of Air Traffic Services Current Post Holder Andy Ormshaw Aerodrome Safety Accountabilities The Manager of Air Traffic Services is accountable to the Managing Director. Key Aerodrome Safety Responsibilities Ensure provision of an Air Traffic Service to the standards of CAP 670, CAP393 and CAP493 Ensure provision of an Air Traffic Engineering to the standards of CAP670 Ensure that the integrity of the high voltage network is maintained by inspection, in accordance with the operating rules and procedures. Ensure availability and integrity of an AGL control system to EASA regulation Ensure that aerodrome signage and markings are provided and maintained in accordance with EASA regulation Ensure that Aerodrome Safeguarding assessments are undertaken in accordance with EASA regulation and that appropriate safety consultation takes place. Ensure that aeronautical information is promulgated in a timely and accurate manner through the UK AIP and associated publications. Ensure that up to date aerodrome survey information is available in accordance with EASA regulation and that a system is in place to manage the obstacle environment. Ensure that all their employees are aware of their safety accountabilities. Attend and contribute to formal safety related committees as described in Part B Section 3.3 Promote Just Culture through liaison with airport staff and stakeholders Ensure procedures and systems are developed in accordance with the airports SMS and that continued review and development takes place The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities Cornwall Airport Newquay Aerodrome Manual v2 32

34 2.4.4 Senior Airport Fire Officer Current Post Holder Charles Dixon Aerodrome Safety Accountabilities The Senior Airport Fire Officer is accountable to the Airport Operations Manager Key Aerodrome Safety Responsibilities Ensure that all their employees are aware of their safety accountabilities. Ensure that the airport s rescue and fire fighting capability meets the required provision under EASA Regulation ADR.OPS.B.010 Ensure that all fire fighters are trained in accordance with EASA requirements and local operating procedures, and maintain competences Ensure local operating procedures are in place and kept up to date Provide and maintain in a safe condition training rigs for realistic fire training, in line with established safety protocols and to the required EASA standards Ensure the implementation of the airport s grass policy in order to minimise the risk of bird strike with specific reference to guidance issued under CAP 772. Ensure that regular assessments of Runway Friction are undertaken in accordance with EASA regulation Attend and contribute to formal safety related committees as described in Part B Section 3.3 Promote Just Culture through liaison with airport staff and stakeholders Ensure procedures and systems are maintained in accordance with the airports SMS and that continued review and development takes place The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities Cornwall Airport Newquay Aerodrome Manual v2 33

35 2.4.5 Senior Airfield Engineer Current Post Holder Kevin Oliver Aerodrome Safety Accountabilities The Senior Airfield Engineer is accountable to the Manager of Air Traffic Services Key Aerodrome Safety Responsibilities Maintain provision of an Air Traffic Engineering to the standards of CAP670 Ensure the integrity of the high voltage network is maintained by inspection, in accordance with the operating rules and procedures. Maintain availability and integrity of an AGL control system to EASA regulation Ensure the aerodrome signage and markings are provided and maintained in accordance with EASA regulation Maintain that Aerodrome technical safeguarding assessments are undertaken in accordance with EASA regulation and that appropriate safety consultation takes place. Ensure that all their employees are aware of their safety accountabilities. Attend and contribute to formal safety related committees as described in Part B Section 3.3 Promote Just Culture through liaison with airport staff and stakeholders Ensure procedures and systems are maintained in accordance with the airports SMS and that continued review and development takes place The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities Cornwall Airport Newquay Aerodrome Manual v2 34

36 2.4.6 Terminal Duty Manager Current Post Holder Heather Sturt Nerissa Marx Aerodrome Safety Accountabilities The Terminal Duty Manager is accountable to the Airport Operations Manager Key Aerodrome Safety Responsibilities To actively manage the day to day running of the airport across the Ramp, Dispatch, Passenger and Security functions to ensure regulatory compliance. To ensure and promote compliance with, and maintenance of safety and security standards and recommended practices in accordance with the requirements of the Aerodrome certificate, IATA, EASA, CAP1168, SCD/EC300 To ensure the interests of the Airport Company are protected in relation to all airside, security and landside operations by reviewing and adapting operational safety processes to changing needs and identified risks. To ensure safe working practices and standard operating procedures are followed at all times by all departments and third party organisations operating across the airport To ensure all accidents, near misses and equipment failures reported by supervisors are dealt with and reported to HSE where applicable in a timely manner to agreed protocols and contingency plans initiated where necessary To ensure equipment used by departmental staff is safe and serviceable condition through departmental reporting procedures To ensure risk assessments are carried out and periodically reviewed for all tasks undertaken supported by COSHH assessments where applicable To maintain an environmentally safe workplace and ensure safe working methods are adopted with specific instructions where necessary. To ensure personnel have adequate skills and experience, and have been suitably trained to perform their work safely. Ensure procedures and systems are maintained in accordance with the airports SMS and that continued review and development takes place The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities. 35

37 2.4.7 Airport Safety Analyst Current Post Holder Graham Bartlett Aerodrome Safety Accountabilities The Airport Safety Analyst is accountable to the Managing Director Key Aerodrome Safety Responsibilities Audit oversight across the aerodrome to ensure EASA regulatory standards, airport safety / environmental standards, and recommended practices are fully incorporated into the overall aerodrome operation and that they are recorded and demonstrable during any internal or external audits. ATC/ATE/AGL would be included in the safety internal audit oversight process Support the Airport Operations Manager in the Airport Integrated Emergency Planning and the co-ordination of validating exercises Ensure effective processes are in place for compliance with airport wide training requirements such as those stipulated in CAP 1168 / EASA Basic Regulation Investigate any Unplanned/Undesirable Event as assigned by the Airport Operations Manager and ensuring close out of any recommendations. Support the Airport Operations manager for third party compliance through audits and follow up on remedial actions Chair safety committees as assigned by the Airport Operations Manager Ensure procedures and systems audited are in accordance with the airports SMS and that continued review and development is recommended The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities. 36

38 2.4.8 Buildings and Projects Manager Current Post Holder Steve Gardner Aerodrome Safety Accountabilities The Buildings & Projects Manager is accountable to the Airport Operations Manager Key Aerodrome Safety Responsibilities Oversight of the airports maintenance and repair contract with appropriate external providers and co-ordination with airport engineering and maintenance assets of works required to maintain or repair airport infrastructure as required. Project Management of the airport capital works programme associated with the commercial or strategic development of the airport or as required as a member of a Project Management Team. This is to include on-aerodrome development submissions to regulatory authorities. Management of airport waste management policy Oversight, co-ordination and maintenance of the airport training programme in conjunction with the airport training and compliance controller. Provide management support to the airport fuel department as necessary. Supervision of any contractors or airport staff working on facilities within the post s Project Management scope. Ensuring the compliance with all aspects of the Safety Management System and Health and Safety at Work Act, COSHH regulations, Building and M&E Regulations, the Aerodrome Licence and associated CAA CAP. Ensure procedures and systems are maintained in accordance with the airports SMS and that continued review and development takes place The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities. 37

39 2.5 Competency & Fitness for Duty Staff that are both competent and fit for duty are essential to any safe system of work. As such, policies relating to both competency and fitness for duty are shown below. Cornwall Airport Newquay are committed to ensuring the well-being of its staff by the provision of Occupational Health Support that includes; Pre-Employment Medical Screening Health Surveillance Counselling support Staff Well Being programmes Competency All relevant issues relating to competency are described in the following document: Cornwall Airport Newquay Aerodrome Operations Competency Framework Fitness for Duty All staff employed by Cornwall Airport Limited (CAL) are expected to adhere to the HR policies that form part of the standard Terms & Conditions of employment. Such policies can be found in the CAL HR Handbook 38

40 3. SAFETY COMMITTEES 3.1 Strategic Safety Oversight The integrated structure of safety committees provides for oversight of safety performance and management throughout Cornwall Airport Newquay Operations. Safety committees also ensure a framework for safety related issues to be raised in a formal, structured environment that includes senior and accountable managers. The following chart outlines the structure and relationship between the various aerodrome, airport, and group-wide safety committees: Safety Review Board Operations Safety Technical Group Security Executive Group Airside Safety and Security Commitee Health, Safety and Wellbeing Commitee Flight Safety Commitee Emergency Liasion Group Risk Advisory Group Local Runway Safety Team A brief summary of each committee is given in the following sub-sections. 39

41 3.2 Safety Committees Safety Review Board (SRB) Objectives and Functions The object of the Safety Review Board (SRB) is to ensure that the safety policy is implemented at all levels within the organisation, and identifies leads and drives forward associated initiatives. The Committee s objective include reviewing how safety is managed and to facilitate improvement if deficiencies are identified. Its Terms of Reference are:- Monitor the organisation's operational key safety performance indicators; Ensure that any necessary corrective action is being taken in a timely manner; Monitor the effectiveness of the organisation's safety management, safety declaration and corporate risk register process; Monitor the effectiveness of the corporate oversight processes which independently validates the organisation's safety performance; Ensure that appropriate resources are allocated to meet agreed actions which enhance safety performance; Monitor the effectiveness of safety oversight of sub-contracted operations; Give strategic direction to the Operations Safety Technical Group. Chairperson Attendees Frequency Managing Director (Accountable Manager) CAL Board of Directors, Airport Operations Manager and Manager of Air Traffic Services Annual 40

42 Operation Safety Technical Group (OSTG) Objectives and functions All managers have a responsibility under the Safety Management System to manage change effectively and safely. Where a new system, procedure, policy, development or equipment is to be introduced, the responsible manager must follow the Change of Operational Procedure (COP) The Operational Safety Technical Group (OSTG) will be the main forum to determine the impact of the proposed changes. Where the nature of the change is such that it does not require the full input of all members of the OSTG, a separate analysis will be undertaken by a focus group of those who may be impacted by the proposed change. The OSTG is accountable to the Airport Safety Review Board, and its Terms of Reference are: Ensuring that line management has considered all situations where hazard identifications and risk assessments should be carried out with such involvement of staff as may be necessary to build up safety awareness. Ensuring that satisfactory arrangements exist for safety report capture and employee feedback. This should include the completion of the hazard log and monitoring that all resultant necessary actions are completed. Ensuring that suitable safety performance indicators are developed and regularly reviewed for each functional area. Conducting meetings or briefings as may be necessary to ensure that effective opportunities are available for all employees to participate fully in the management for safety. Quarterly review of the airports capitals works programme, risk register and operational training competency framework Carry out a hazard analysis of safety notices issued by the competent authority Review safety recommendations issued by safety authorities Chairperson Attendees Frequency Airport Operations Manager Senior Airport Management Team Minimum monthly 41

43 3.2.3 Airside Safety and Security Committee Purpose Chairperson Frequency Attendees A partnership involving airlines, airport operations, control authorities and airside service partners to focus on airside safety and security and champion continuous improvement. Airport Operations Manager Quarterly Cornwall Airport Newquay managers and stakeholders Local Runway Safety Team Purpose Chairperson Frequency Attendees To ensure that an effective system is in place for considering and managing all aspects of runway incursion risks at Cornwall Airport Newquay Airport Operations Manager Bi Annual (may be combined with Airside Safety and Security Committee) Cornwall Airport Newquay managers and stakeholders Flight Safety Committee Purpose Chairperson Attendees Frequency The Flight Safety Committee is an Airport wide body that is tasked with reviewing any events that have occurred that had or if not corrected, may have had an implication to the safety of aircraft, crews, ground personnel and passengers on the manoeuvring area, not including the Apron. Also, to act as an information exchange on safety matters, current issues and infrastructure developments with the aim of promoting safe and efficient operations Manager of Air Traffic Services Cornwall Airport Newquay managers, stakeholders and interested parties operating within the local airspace Six Monthly 42

44 3.2.4 Emergency Liaison Group Purpose Chairperson Attendees Frequency To review, discuss and agree policies and plans for emergency and contingency responses including measures to improve general resilience. Airport Operations Manager Cornwall Airport Newquay managers, stakeholders and control authorities Quarterly Health, Safety and Well Being Committee Purpose Chairperson Attendees Frequency To provide a forum for safety representatives from each department to meet, discuss and review relevant safety and well-being matters Airport Operations Manager Departmental representatives, Principal Health and Safety (Cornwall Council) advisor Bi-Monthly Security Executive Group (SEG) Purpose Chairperson Attendees Frequency To provide a strategic forum for review and approval of the Airport Security Plan and Security Risk Register Managing Director Managing Director, Airport Operations Manager, based operators, control authorities, Airport Police Commander, CAA inspectorate, Police Commissioner and Cornwall Council Annual Risk Advisory Group (RAG) Purpose Chairperson Attendees Frequency To provide a specialist working group for the preparation of the Airport Security Plan and Security Risk Register on behalf of the SEG Airport Operations Manager Airport Operations Manager, Terminal Duty Manager, Manager of Air Traffic Services, based operators, control authorities, CAA inspectorate, Police Commissioner and Cornwall Council bi-annual 43

45 3.3 Safety Committee Attendance It is mandatory for post holders with aerodrome safety responsibilities to attend and positively contribute to formal safety related committees as detailed in the Safety Committee matrix. In the event of post holder absence, the authorised deputy may attend. The Airport Operations Manager will review attendance by the detailed post holders at Safety Committees detailed within the matrix on an annual basis and report any attendance issues of note to the Accountable Manager. POST SAFETY COMMITTEES Safety Review Board Operation Safety Technical Group Flight Safety Committee Airside Safety and Security Committee Emergency Liaison Group Health, Safety & Well Being Committee Security Executive Group Risk Advisory Group Managing Director Airport Operations Manager Manager of Air Traffic Services Senior Airport Fire Officer Terminal Duty Manager Building Projects Manager and Senior Airfield Engineer Airport Safety Analyst 44

46 4. DOCUMENT MANAGEMENT Cornwall Airport Newquay issues a number of safety related documents to promulgate safety information to relevant members of the airport community. Some documents are issued regularly (i.e. the Aerodrome Manual is re-issued annually) whereas other documents are issued as and when they are required (i.e. Aerodrome Directives or Temporary Operational Instruction) with a detailed expiry. There is also a need to keep abreast of various changes within the aviation industry, particularly regulatory documents. As such, many important documents are received and are assessed to ensure that changes to requirements are properly adopted. This section outlines the process for managing such documentation. 4.1 Types of Documentation and Notices Document Title Brief Description Issue Frequency Aerodrome Manual An EASA specified mandatory document outlining characteristics and procedures for operations at Cornwall Airport Newquay Annually Aerodrome Directive Temporary Operating Instruction Work Permit Approval Airside Safety Bulletin Any change in policy detailed within this document will be notified to users by means of an Aerodrome Directive issued by the Airport Company. Any temporary change in policy or specific safety notice pertaining to an activity on aerodrome will be notified to users by means of a Temporary Operating Instruction A work permit shall be issued for any works approved to be carried out ASBs are used as an ad-hoc formal notice, including instructions or reminders of existing instructions. These are distributed whenever the need arises i.e. an ASB on PPE could be issued in response to observed incorrect use of PPE. As required As required As required As required 45

47 4.2 Internal Document Reference Guide Managing Director Documents / Reports Ref. No. Document Reference Author Aerodrome Manual MD CAL/MD/A003 Guidance CAP 700 Cornwall Airport Newquay MD CAL/MD/F001 Finance Procedures Manual MD CAL/MD/F002 CAL Articles of Association MD CAL/MD/P001 Staff Handbook MD CAL/MD/R001 Risk Register MD Airport Operations Manager Documents / Reports Ref. No. Document Reference Author CAL/AOM/A002 Airside Safe Working Procedures Manual AOM Fuel Management: Bulk Fuel Installation Operating Manual & Aviation Fuel Quality Control and Operating AOM CAL/AOM/F001 Procedures CAL/AOM/H001 Health & Safety Manual AOM CAL/AOM/L001 Passenger Services Procedures Manual AOM CAL/AOM/S001 Aerodrome Snow Plan AOM CAL/AOM/S002 Safety Cases for EASA Certification Special Conditions AOM CAL/AOM/T001 Terminal Evacuation Plan AOM CAL/AOM/W001 Wildlife & Habitat Management Plan AOM CAL/SEC/A001 Airport Security Programme AOM Air Traffic Control Documents / Reports Ref. No. Document Reference Author CAL/ATC/A001 ANSP MoATS CAL/ATC/M001 Manual of Air Traffic Services Part II MoATS CAL/ATC/S001 ATC Tower Safety Case MoATS CAL/ATC/S002 ATC Safety Justification Report MoATS CAL/ATC/S003 ATC Safety Management Manual MoATS CAL/ATC/S003 Safeguarding Manual MoATS CAL/ATC/U001 Unit Training Plan ATCA MoATS CAL/ATC/U002 Unit Training Plan ATCO MoATS 46

48 Rescue and Fire Fighting Service Documents / Reports Ref. No. Document Reference Author Airport Rescue & Firefighting Service Procedures CAL/RFFS/A001 Manual Volume 1 Administration SAFO Airport Rescue & Firefighting Service Procedures CAL/RFFS/A002 Manual Volume 2 - Health and Safety SAFO Airport Rescue & Firefighting Service Procedures CAL/RFFS/A003 Manual Volume 3 - Operational Procedures SAFO Airport Rescue & Firefighting Service Procedures CAL/RFFS/A004 Manual Volume 4 - Test Inspection SAFO Airport Rescue & Firefighting Service Procedures CAL/RFFS/A005 Manual Volume 5 Training SAFO Airport Rescue & Firefighting Service Procedures CAL/RFFS/A006 Manual Volume 6 - Extraneous Duties SAFO CAL/RFFS/A007 Emergency Orders AOM Air Traffic Engineering Documents / Reports Ref. No. Document Reference Author CAL/ATE/L001 ANO Approvals and Wireless Telegraphy Licenses SAFE CAL/ATE/M001 MATS Part IV SAFE CAL/ATE/P002 AGL Procedures Manual SAFE 4.3 Issue Methods Documents are issued electronically. Electronic documents are issued to ensure that the recipients receive the documents as soon as possible and also to reduce the need for printed controlled copies that require manual updating. An will be sent notifying all those on the mailing list that a new version of the document is available. If an individual chooses to print off or download any document, they do so under the understanding that the document is then uncontrolled and may not be relied upon for operational reference, unless a local procedure is put in place to become controlled. Relevant warnings are applied to all documents where this may be the case Amending of Documents The Aerodrome Manual is formally issued at the beginning of each calendar year and then updated throughout the year in the form of updated versions. For example, at the beginning of 2014 the Aerodrome Manual is issued as 2014 v1. If an operational change occurs then 2014 v2 will be issued. A notice will be sent to all recipients to advise that a new version is available including a covering note stating what has been altered within the document. Information that has been altered will then be highlighted in yellow within the document. Highlighting will only be applied for the first version in which the information was altered. 47

49 Documents such as Aerodrome Directive (AD) are issued when required, but are not updated with version numbers. If there is a change to one of these documents (such as an operational change impacting an AD) then a new document is issued through the procedure at 7.1 and with a new number. The previous document will be cancelled to prevent any confusion. It is imperative that documents are easily identifiable, and that different versions of the same document are prepared in a way so as to allow easy indexing and referencing Operational and Administrative Changes An Operational Change is a significant alteration to existing work practices that is permanent. Such changes require a new version of the relevant document(s) to be issued. An Administrative Change is something such as spelling, grammar, operator update and the like. This does not require a new version of the relevant document(s) to be issued, and as such, changes will be made without notification Address Documents are issued from the following address: admin@cornwallairportnewquay.com This is to ensure that all recipients can add the address to their Allowed or similar function on any client to prevent communications being wrongly identified as spam, and therefore not being delivered. 4.4 Changes to Regulatory Documentation It is crucial that operational documentation received from external companies (e.g. EASA or CAA) is kept up to date, especially where using incorrect information could result in non-compliance with regulation. Any new regulation received will be assessed at the OSTG. Where any necessary actions are agreed, they will be delegated to a responsible post holder. 4.5 Documentation/Records Storage and Retention Some airport documentation and records will need to be stored for future reference or to comply with either statutory legislation or Stakeholder Company policies. To this end the airport has set up a physical document store in building 72 under the custodianship of the Airside Manager. Access to the store is strictly controlled and anyone requiring access will be escorted. Any documentation removed from the store will be recorded and signed for by the recipient. The store is set out in subject matter packages in chronological order and is in the most part shelved for ease of retrieval. 48

50 4.5.1Storage Documentation and records can be stored in both physical and electronic form and retained for a set period as required. Storage will be subject to the following: Physical a. All document storage is regulated by the Airside Manager in building 72 which has been fitted out for the purpose. b. Documentation or records to be stored are to be contained within a standard document archive box (405mm x 318mm x 254mm) which is to be clearly labelled as to the contents. c. Once packed, delivery to the airport archive store in building 76 is to be arranged through the Airside Manager. Electronic d. All storage of electronic media is governed by the Cornwall Council IS policy and operating procedures. e. Electronic files are to be stored within the appropriate authorised area on the G drive of the Cornwall Council file server allocated to Cornwall Airport Newquay. f. Files stored on the G drive will be subject to a daily back-up by the Council system and may be retrieved if necessary on request to the Council IS services. g. Files stored on the local drive are not backed-up so the local drive is not to be used for any files pertaining to airport business Types of Documentation The types of documentation and records to be stored will include: Physical a. Managing Directors Archive. b. Accounting documents/records. c. Personnel records. d. Daily flight pack documentation. e. Security archive. f. Development Project Management documentation. Electronic g. Aircraft Movement data and statistics. h. Accounting files. i. Scanned versions of physical documents. j. Development Project files. k. Building maintenance records. l. Carbon reduction statistics Retention Periods The required retention period for stored documentation will vary depending on the type of documentation stored. The list below is not definitive but simply a guide to retention times accepted for the type of document: a. Managing Directors archive as directed by the Managing Director. b. Accounting documents/records 7 years. c. Personnel records 7 years. 49

51 d. Daily flight pack documentation 3 years subject to change by airlines. e. Security archive 5 years. f. Development Project Management documentation 10 years. g. Miscellaneous documentation 5 years. At the end of a retention period the archive is to be reviewed to decide whether to retain for a further period of time or to destroy Destruction and Disposal By their nature, the subject matter of all documents held in storage can be considered to be of a sensitive nature at the very least. This being the case archives sent for disposal are to be destroyed in the same manner as routine confidential waste. 5. GENERAL SAFETY MANAGEMENT ARRANGEMENTS 5.0 General Airside Safety Rules All persons, including staff, contractors and visitors, operating airside have a responsibility for safety. As a responsible person working airside at Cornwall Airport Newquay, you shall ensure that: Smoking is only permitted in designated areas and is strictly forbidden anywhere within the critical part, vehicles, buildings and fuel farm. The display of an open flame or the undertaking of an activity that would create a fire hazard is prohibited on the aerodrome, unless authorised by the aerodrome operator. You read and sign any new AD / TOI / ASB that have been issued regarding your place of work or working practises You have your Airport ID clearly visible and take responsibility for your visitors ensuring they are signed in and issued with the appropriate visitor passes for persons and vehicles You are fit for work specifically not under the influence of alcohol or drugs. If you are prescribed drugs that may have side effects, you must notify your line manager or host immediately. Anyone suspected to be under the influence of drugs or alcohol, will be escorted from the airside area and reported to their employers. This will result in a testing process in accordance with Cornwall Airport Newquay s Drug & Alcohol Misuse Policy. Cornwall Airport Newquay reserves the right to carry out ttests on staff, stakeholders and contractors who are suspected to be under the influence of either drink or drugs. Cornwall Airport Newquay limitations on blood alcohol are 9 micrograms per 100 milliliters. You keep all areas clean. DO NOT drop litter. Remove any litter, which you see, and place it in the nearest FOD bin. You report all spillages to your Supervisor who will call upon the assistance of ARFFS if the spill kits are not appropriate. All vehicles and equipment are checked daily, before and after use according to vehicle operating instructions. You shall operate vehicles or equipment to the training standards delivered and not attempt a task you have not been trained in carrying out. During high winds all vehicle and GHE doors must be secure and not left open at any time as this is likely to cause damage and/or an accident Where fitted, seat belts shall be worn at all times on the manoeuvring area. 50

52 All persons shall wear ear defenders at all times whilst in close proximity of an aircraft, and whilst aircraft taxiing on and off stand. Hi-visibility clothing shall be worn (and appropriately fastened) by all persons operating airside. The airside boundary commences includes all areas within the aerodromes perimeter fence. Suitable footwear shall be worn for the task you are undertaking e.g. baggage handlers shall wear reinforced footwear (steel toe caps, toe-protectors). This process should be adopted pre and post shift as safety hazard exists at all times. All accidents and incidents shall be reported to your line manager / supervisor For immediate Emergency Assistance internal number x 333 / ATC Channel 1 during aerodrome opening hours 5.1 Safety Risk Management Safety Risk Management is the vital core activity that is the foundation of the overall Safety Management System. Cornwall Airport Newquay s Safety Policy signed by the Accountable Manager clearly states ten steps top safety. Aviation is, by nature, a business that requires careful management of the inherent and latent hazards involved, as it is not practicable to eliminate all hazards from the operation. Not all safety risks are avoidable, and under certain circumstances, the cost of nullifying a risk outweighs the benefits gained (e.g. installing underground heating to prevent moisture freezing on the runway would make operations in winter inherently safer, but the costs of doing so would make it prohibitively out of proportion to other means of managing the associated hazards). The safety risk management process is designed to ensure that Operations safety risks are reduced to be As Low As Reasonably Practicable (ALARP). This Section describes the operational safety risk management process for Cornwall Airport Newquay and how we ensure that the policy is achieved. Note that a separate method of risk assessment is used for assessment of hazards relating to job function related tasks. 5.2 Changes requiring prior approval from the Competent Authority The following is a list of items that require prior approval by the competent authority, as specified in the applicable implementing rules. Use of an alternative means of compliance Changes to the company safety risk management process as documented in this manual Changes to the certification basis, or the terms of the certificate Changes to safety critical aerodrome equipment Changes that significantly affect elements of the aerodrome operators management system Changes to the level of protection provided by the Rescue & Firefighting Service 51

53 Changes to Low Visibility Operations Operation of aircraft with a higher code letter Changes to any obstacle or development that may endanger safety or adversely affect the operation of the aerodrome 5.3 The System Risk Management (SRM) Process The system risk management process is comprised of the following activities: - Identification and prediction of hazards. Consideration of the events (faults, errors, omissions) that could lead to the hazards. Analysis of the control measures in place, or required, and their effectiveness at preventing or controlling the hazards from causing harm. Identification of possible consequences arising from the hazards and the measures in place aimed at reducing and minimising the impact. Judgement of the likelihood of events that could lead to consequences from a hazard, allied with safety analysis of any known experience associated with the hazards identified. Assessment of the combination of the likelihood of events and the associated severity of consequences to calculate the overall level of safety risk. Determination of the tolerability of the safety risks. Confirmation and sign-off by the organisation that the hazards are satisfactorily controlled. Deployment of the procedures required to implement the required safety control measures. Periodic checking that the procedures are being employed and are working as expected. Periodic formal review of the safety risk assessment to confirm that the controls remain valid. Documentation of all the above Definitions & Terminology Hazard A condition or an object that has potential to cause harm to personnel, result in damage, or reduce the ability to perform a prescribed function. Consequence The possible adverse outcome or outcomes resulting from the realisation of a hazard. Severity The extent of harm or damage associated with the consequence of a hazard being realised. (These are categorised for the purposes of the risk assessment process in Table 1 later). Likelihood The chance, or probability, of an adverse consequence or condition occurring. (These are categorised for the purposes of the risk assessment process in Table 2 later). Safety Risk 52

54 An expression used to describe the overall assessment of a threat presented by the potential adverse consequences of a hazard. This is described as a combination of the predicted likelihood and severity of an undesired occurrence Circumstances requiring a risk assessment There are broadly three different circumstances that will drive the requirement for an Operational safety risk assessment. These are: - System Risks These are risk assessments relating to the normal operational running of the aerodrome and any predictable abnormal circumstances. Where change to the operation is planned, or new equipment or systems introduced, a revised or new safety risk assessment will be required. Identification of a new hazard is also likely to lead to a new safety risk assessment. Development Risks. These risk assessments relate to construction activity and major maintenance on or around the aerodrome. Operational Risks These are typically risk assessments related to one-off operational events or changes. In all cases, the process and the documentation to be used are the same. No system, development or operational task shall be undertaken without an appropriate risk assessment being undertaken and recorded Methodology of Safety Risk Assessment All risk assessments shall be carried by a competent person taking in to consideration guidelines detailed under HSG65 Managing for Health and Safety Documentation of Safety Risk Assessment All Risk Assessments for Cornwall Airport Limited are held centrally on the airports G drive system and subject to annual review and managed by the ATC administrator. No Risk Assessment may be introduced without being issued with a reference number by the ATC administrator Identification of Hazards & Consequences The process is divided into three parts, which must be completed before any new procedure can be implemented. The individual parts, whilst providing an insight into the safety considerations required and actions taken, cannot be used in isolation for staffing purposes. The procedure requires: 53

55 Part 1 - Preliminary Hazard Identification (PHI) This is to ensure that the new proposal or change has been properly considered with a conscious effort to identify any risks that it may entail. PHI methodology is to identify where potential hazards may exist, or what potential system, development or operational failures may occur. PHI is used to identify potential safety hazards, not inconveniences or aspects that may impact only on the effectiveness or efficiency of a new or modified procedure. Part 2 - Procedure Hazard Analysis (PHA) The PHA represents a progression from the PHI into a more detailed analysis by the OSTG but using a "What if? So what?" technique. The Part 2 analyses each hazard as follows: i) Identified Hazard: State the Hazard identified during the Part 1 considerations ii) iii) iv) Incident Sequence: The assessment should also identify the circumstances under which a hazard might occur and provide detail of the likely sequence of events leading to a compromise in Safety. This means that some of the identified hazards may be dismissed as unrealistic under the circumstances. These should be documented, together with the reasons. Severity/Probability/Risk Classification: Assess the unmitigated Hazard Severity Category along with the anticipated probability, which will normally be qualitative and based on the experience of the team involved. These two parameters combined identify an associated Risk Classification as detailed in the tables below. Safety Requirement: State the safety requirement that is trying to be achieved through mitigation. v) Mitigation: State the mitigation of hazards or methods by which hazards will be eliminated to achieve the Safety Requirement. All mitigation should be in place before the implementation date. Exceptionally, where the operational needs dictate, a change may be implemented before all mitigation is in place provided that the reason for this is justified in Part 2 and sanctioned by the accountable manager in Part 3. This route should be exception rather than the norm. vi) vii) viii) Severity/Probability/Risk Classification: Re-assess post mitigation and state the revised parameters and classification. Summary Table: At the end of the text, summarise the analysis. In the summary table, the action column should be completed to reflect where mitigation is already in place or, who is responsible for implementing the action. Remarks: Comment on the analysis and highlight any concerns, giving a statement explaining how the Safety Requirements have been met and if necessary details of unresolved hazards/outstanding mitigation and how they are to be dealt with. 54

56 Part 3 Approval and Sign off Part 3 completes the analysis phases and should be processed as follows: Approval: Part 3 scrutinises the previous two parts and dictates the necessary course of action for the new or modified procedure to be accepted and authorised. Approval rests with the authority appropriate to the level of risk and must be gained before implementation can take place. Risk Tolerability Classifications and the appropriate approving authority are defined as follows: Safety Risk Assessment Form SAFETY RISK ASSESSMENT FORM Reference No: [Number/Year] PART 1 PROPOSAL Title: File Reference: Reason for Change: Details of Change: TITLE OF CHANGE/NEW PROCEDURE File Reference Brief outline of requirement for change/new procedure Brief outline of basic details of the change/new procedure Interested Parties: List those present. Consider inviting input from outside of the specialisation where appropriate. For example, aircrew representation may be useful to ensure that their perspective is represented accurately. The team do not all need to be 'experts' in the topic under scrutiny: the advantage being that they will question 'why' when those with more experience may make assumptions. Those present and/or consulted should cover all interested parties. Preliminary Hazard Identification (PHI) Hazard 1: Hazard 2: Etc. for additional hazards: Proposed Date of Introduction: Originator/Comment: List each hazard that is identified. Do not be tempted to discount a hazard simply because it seems obvious that it will be immediately mitigated to 'nil effect'. That may well be the case, but should be documented through Part 3. Bear in mind that successive management s will be relying on the data to see what was considered if the issue is reconsidered and the paper trail will save nugatory work. As the hazards are identified, avoid working through each to its mitigated conclusion as factors identified later in the session may have a bearing. Wait until the Part 2 stage. Date: Name: Signature: 55

57 SAFETY RISK ASSESSMENT FORM Reference No: [Number/Year] PART 2 - PROCEDURE HAZARD ANALYSIS (PHA) Title: File Reference: Hazard 1: Incident Sequence: Severity/Probability Risk: Safety Requirement: Mitigation: Mitigated Severity/Probability/ Risk: Summary: Remarks: TITLE OF CHANGE/NEW PROCEDURE File Reference Taking each hazard in turn from Part 1, state the hazard associated with the change. For each one fill in the boxes in this section before starting on the next hazard. In simple terms, outline the circumstances that could lead to the hazard arising and highlight the impact. For example: Serious Incidents/Remote/Unacceptable Repeat above steps for each hazard State what safety requirement that the mitigated assessment must meet. Describe the mitigation either already in place, or to be introduced that would reduce the risk associated with the hazard. Be specific - the subsequent production of/ inclusion in orders should be virtually a cut and paste exercise. Where written mitigation is required (through standing orders or internal documents etc.) specify the publication where amendment is required. Also, ensure that it is tagged so that it is not inadvertently removed during subsequent amendments to the document without referring back to the SARF. For example: Significant Incident/Extremely remote/acceptable Repeat above steps for each hazard Tabulate the information. The Action column is to be used to indicate who is responsible for implementing the mitigation or state the date on which the mitigation was implemented if appropriate. The author summarises the analysis and highlights any concerns. If the relevant mitigation is already in place, this should be stated with appropriate references. Any other pertinent information is to be included at this stage. Date: Name: Signature: 56

58 SAFETY RISK ASSESSMENT FORM Reference No: [Number/Year] PART 3 APPROVAL Title: TITLE OF CHANGE/NEW PROCEDURE File Reference Final Risk Score Section A: Approved/Comment* by Sponsoring Manager Remarks: Date: Name: Signature: Section B: Comment by Accountable Manager (if required) Remarks: Date: Name: Signature: 57

59 5.4 Assessment of the Level of Safety Risk The assessment part of the safety risk assessment takes place during the consequence analysis stage. This consists of making a judgement of both the likelihood of each event (or series of events) that lead to hazardous consequences and the associated potential severity of those consequences. In this process, the assessment is made based on the existing and / or planned safety control measures being in place. Finally, the tolerability of the overall level of safety risk is determined with reference to the range and highest severity of the individual hazards. The likelihood and severity elements are defined into 5 categories each, as illustrated in Tables 1 and 2 below: S Table 1 Severity Ratings Severity Potential Consequences Value Negligible Minor Nuisance or distraction but nil injury or near miss Procedure violated with no adverse effect Birdstrike with a single small low risk species Slightly reduced margin of safety but controlled within existing procedures Light damage to an aircraft (visible but no adverse effect) Light or moderate damage to vehicles (unfit for use) Minor injuries (First Aid treatable) Short term disruption to operations or some facilities (up to an hour) 1 2 Moderate Serious Catastrophic Moderate to serious damage to an aircraft, unserviceable for repairs Vehicle, equipment or property damage. Out of service with costly repairs Significant operating limitations and significant disruption (several hours) Lost time injuries to person(s) (RIDDOR reportable) Demanding workload to key personnel, potential for loss of attention Single major injury; loss of limbs, permanent disability (RIDDOR Serious) Aircraft damaged requiring prolonged major repairs Vehicle damaged beyond repair and associated serious injury Loss or relocation of facility damaged beyond use (several days or weeks) Very high workload to key personnel, with likely impairment of performance or accuracy Aircraft destroyed Vehicle or equipment destroyed with associated loss of life Fatality or multiple fatalities, or multiple serious injuries Major fire or explosion with substantial loss of facilities

60 Table 2 Likelihood Ratings (qualitative) Likelihood Permanent operations Temporary Project Value About once a week Almost certain to occur several Known to occur at NQY times during the programme or Often E about 50 times per year on activity. average. Likely Occasional Remote Improbable About once a month Known to occur at NQY about 10 times per year on average. About once a year May occur at NQY once in a few years on average. Reported in the industry occasionally. About once in 10 years May rarely have happened at NQY. Known to be reported in the industry, but infrequently. About once in 50 years or more Almost impossible, should virtually never occur but may be known rarely worldwide. Can be expected to occur at least once during the programme or activity Possible, but mostly unlikely to occur during the programme or activity Very unlikely to occur during the programme or activity. Highly unlikely during the programme or activity. D C B A It is likely that for many hazards, there are a number of possible outcomes, each with varying degrees of consequences. These outcomes must be analysed separately in the risk assessment process and listed in the consequence analysis section of the Safety Risk Assessment Form. The individual outcomes are then judged for the possible range of the degree of severity of the identified consequences. Next, the likelihood of the identified consequences is judged, or predicted, possibly using quantitative analysis methods where data or research exists to support it. Again, this is carried out for each of the range of consequence severities that have been listed if this is applicable. The overall level of safety risk is then determined using the highest of any range of severity identified, along with the associated likelihood of the outcome at that level of severity. The level of safety risk is processed using the combination of the severity and likelihood of that consequence, using the Safety Risk Tolerability matrix in Table 3. This gives an output in terms of an alphanumeric index and also a colour coding in each box within the matrix. This is sometimes referred to as a composite risk index. The next step in the safety risk assessment process is the confirmation of the tolerability of the level of safety risk. 59

61 Table 3 Safety Risk Tolerability Matrix Catastrophic (5) Serious (4) Moderate (3) Minor (2) Negligible (1) Improbable (A) Remote (B) Occasional (C) Likely (D) Often (E) 5A 5B 5C 5D 5E 4A 4B 4C 4D 4E 3A 3B 3C 3D 3E 2A 2B 2C 2D 2E 1A 1B 1C 1D 1E Safety risks assessed as initially falling in the tolerable region are acceptable, provided mitigation strategies already in place guarantee that, to the foreseeable extent, the probability and/or severity of the consequences of hazards are kept under organizational control. The same control criteria apply to safety risks initially falling in the intolerable region and mitigated to the tolerable region. A safety risk initially assessed as intolerable that is mitigated and slides down to the tolerable region must remain protected by mitigation strategies that guarantee its control. To ensure that relevant managers are aware of safety risks in the operation, a signoff process is required, in accordance with a hierarchy related to the level of risk tolerability. This ensures that the correct level of authority is issued to the appropriate level of risk. The colour coded, red, yellow and green boxes in the risk tolerability matrix in Table 3 indicate the level of sign-off that is required. The sign off authority requires seniority according to the overall level of a safety risk assessment. 5.5 Flow Chart Safety Tolerability and Sign Off The sign off authority for risk assessments is outlined below: PART 1 - PHI Completed by competent safety risk assessor PART 2 - PHA OSTG Assessment PART 3 - APPROVAL AND SIGN OFF Risk is not acceptable Accountable Manager Key Post Holder 60

62 5.6 Review of Safety Risk Assessments All safety risk assessments are dated for periodic review. Depending on the nature of the hazards and processes in the assessment, a review should be no more than 2 years, but most likely once a year for System Risks. Any safety risk assessment must also be reviewed if significant change is identified or if reports indicate that control measures may not be effective. The OSTG and Health, Safety and Well Being committee are jointly responsible for identifying the need to carry out such reviews. 5.7 Competence for carrying out Safety Risk Assessments The information in this part of the Aerodrome Manual is not intended to be exhaustive or to be sufficient to educate personnel to conduct a safety risk assessment. This is a reference to the outline and principles of the safety risk management process employed in Cornwall Airport Newquay. Competence for carrying out risk assessments in line with this process is only delivered through the associated formal training package and with the additional guidance that is provided to those successfully completing the training course. Competence for carrying out safety risk assessments is determined through a combination of training and practical experience. Formal training is delivered internally or externally, using the system described in this part of the Aerodrome Manual. The training can be delivered directly by any of the Operations management team that are listed as current and competent. Following training, it is required that an individual participates and contributes in a formal safety risk assessments, followed by another under observation by one of the following: - Managing Director Airport Operations Manager Manager of Air Traffic Services Senior Airport Fire Officer Airport Safety Analyst Lead Principle Health, Safety and Well Being officer Specialist as assigned by the Managing Director or Airport Operations Manager On satisfactory demonstration of proficiency, an individual may then be formally signed off and added to the list of current and competent safety risk assessors. The Airport Operations Manager keeps the list of current safety risk assessors. Competence is deemed to be maintained, provided that an individual leads a review of an existing assessment or a new safety risk assessment on a minimum of three occasions per year. 61

63 6. AIRFIELD SAFETY REPORTING AND INVESTIGATION 6.1 Accident and Incident Reporting Policy Cornwall Airport Newquay promotes Just Culture across our business. It is a culture that is fair and encourages open reporting of accidents and incidents. However, deliberate harm and wilful damaging behaviour is not tolerated. Everyone is supported in the reporting of accidents, unplanned/undesirable events and incidents. All accidents and incidents that occur airside must be reported in accordance with the procedures set out below Procedures shown herein supplement those required by Cornwall Airport Newquay Emergency Orders, Air Navigation Regulations 1996 (Investigation of Air Accidents and Incidents) and ANO Article 117 (Mandatory Reporting). 6.2 Personal Injury Any accident that results in personal injury, regardless of how minor, must be reported and recorded. 6.3 Accidents and Incidents A vehicle driver, equipment operator or other person involved in an accident or witnessing an accident must file a report without delay. It must never be assumed that some other person will be reporting the accident; two or more early reports of an accident are better than one late one. During aerodrome opening hour s reports of accidents and incidents must be made by the quickest means possible to one of the following: Air Traffic Control via UHF/FM Channel 1 call sign Newquay Tower Emergency Internal Telephone System extension 333 External Telephone Number Head of Stand Phones located on the Main Alpha Apron Staff must call (9) 999 outside of Published Aerodrome Opening Hours Accident/Incident reports must include the following: A statement ACCIDENT REPORT. Location and nature of accident. Whether or not an aircraft is involved If there is any fire Any known casualties or injuries Name and department or Company of the caller All responding external emergency vehicles will convene at the RVP point unless specifically requested to report elsewhere by the caller An Accident Report form shall be completed whenever any member of staff, stakeholder or member of the public is involved in an accident. If there is no injury then this shall be clearly stated on the form. The duty supervisor must up load the completed form on to the Council Accident Reporting system that will generate a formal accident report number in addition to notifying the OCSM. 62

64 ACCIDENT REPORT SHEET REPORT NUMBER REPORT AI REPORT EMPLOYEE: YES / NO (1) NAME OF PERSON INVOLVED IN ACCIDENT; Name Address Contact Telephone Number Occupation (2) ABOUT YOU, THE PERSON FILLING IN THIS RECORD; If you did not have the accident, write your address and occupation. Name Address Contact Telephone Number Occupation (3) ABOUT THE ACCIDENT (Continue on Page 2 if required) State when it happened - Date; / / Time; State location of where it happened. State how the accident happened. Give the cause, if you can. 63

65 If the person who had the accident suffered an injury, state what is was and if first aid treatment was given and by whom; Type of Injury First Aid Given YES / NO Name of First Aider Did the person attend Hospital? YES / NO Declaration Please complete and declare the facts recorded are a true statement of events. Signature Print Name Date (4) FOR EMPLOYER USE ONLY; Complete if reportable under the RIDDOR regulations Is the incident reportable YES / NO Reported to Date Reported Signature Print Name Job Title Date (3) ( CONTINUED ) 64

66 Any accident or incident that is recorded on the Cornwall Council accident reporting system and is reportable under Reportable Injuries, Diseases and Dangerous Occurrences (RIDDOR) 2013 shall be done so by Cornwall Council Health and Safety officer assigned to Cornwall Airport Newquay. In order for an investigation to be undertaken it is important that information is collected as soon as possible after the event. No vehicle or equipment involved in an accident is to be moved until the AOM or authorised representative has given authority. The duty supervisor must immediately report any adverse safety event involving a third party company by following the individual stakeholder or respective airline ground handling policy. The duty supervisor shall complete an initial investigation report form to aid any subsequent investigation. 65

67 Incident / Accident Initial Investigation Report Form Note: This report form is developed to act as an aide memoir. It should be completed in all cases where Newquay Airport Staff are involved in (or are perceived to have been involved in) any Accident / Incident / Slip / Trip or fall involving Airport personnel, contractors, vehicles, aircraft, infrastructure, equipment or members of the public. The report may be used in conjunction with the procedures within Section 6, Airfield Safety Reporting and Investigation written in the Aerodrome Manual. It should be completed at the earliest possible opportunity, usually prior to shift change or going off duty. The completed form should be forwarded to the Airport Operations Manager (AOM) within a maximum of 72 hrs of the incident occurrence. Name & Title of Person Completing Initial Investigation / Report: Date of Incident: Time of Incident: Type: Incident / Accident / Other Location: On Airport / Airside / Crash Map / Landside / Off Airport Operation: Suspended / Airport Closed / Partial / Full / NA Confirm Mission Mode Initiated: Yes / No / NA On Call Senior Manager Informed: Yes / No Company Insurers Informed: Yes / No 66

68 Cornwall Council Accident Report form Completed / Uploaded: Yes / No Persons Involved: Names / Title of Persons Directly Involved. Achieved Yes /No Witnesses: Names / Title. Achieved Yes /No Consider Personnel Welfare: Should staff remain on shift, restricted duties, or should they be relieved from duty? i.e. Counselling / Offer friend / Colleague / Trade Union rep. Achieved Yes / No Consider / Deliver Caution: E.g. It is standard practice for all unplanned/undesirable events, incidents and accidents to be fully investigated by means of information gathering, photographs taken and witness statements by the assigned manager. Immediate actions may mean your airside driving permit removed or you may be placed on restricted duties. In extreme circumstances you may be suspended from duty whilst the investigatory process is carried out. Delivered Yes / No Consider Restricted Duties: Withdraw Airport Security Pass / Airside Driving Permit. Considered Yes / No. Passes withdrawn Yes / No Staff Members Line Manager Informed: Yes / No Consider Informing Police: Police Called Yes / No / NA Initial Evidence gathering: Consider Photographs / Video / Sketches. Achieved Yes / No Statements: Gather initial statements from persons directly or indirectly involved (preferably prior to going off shift). Achieved Yes / No Witness Statements: Request statements from any / all potential witnesses (preferably prior to going off shift, or within a maximum of 72 hours). Achieved Yes / No Initial Investigating Officials Signature: 67

69 6.4 Accident, Incident and Unplanned/Undesirable Event Investigation Policy All accidents, incidents and unplanned/undesirable event defined as an adverse safety event will be investigated in line with HSE guidance issued under HSG245. Subsequent to the airport company being notified of an adverse safety event an investigation will be carried out. The level of investigation will be determined by assessing the nature of the adverse event and classification assigned from Low, Medium or High. The table below will assist you in determining the level of investigation which is appropriate for the adverse event. Remember you must consider the worst potential consequences of the adverse event (e.g. a scaffold collapse may not have caused any injuries, but had the potential to cause major or fatal injuries). Likelihood of recurrence Certain Likely Possible Unlikely Rare Potential worst consequence of adverse event Minor Serious Major Fatal Risk Investigation Level Minimal Level Minimal Level Low Medium High Low Level Medium Level High Level In a minimal level investigation, the relevant supervisor will look into the circumstances of the event and try to learn any lessons which will prevent future occurrences. A low level investigation will involve a short investigation by the relevant supervisor or line manager into the circumstances and immediate, underlying and root causes of the adverse event, to try to prevent a recurrence and to learn any general lessons. A medium level investigation will involve a more detailed investigation by the relevant supervisor or line manager, the health and safety adviser and employee representatives and will look for the immediate, underlying and root causes. A high level investigation may involve a team-based investigation, involving supervisors or line managers, health and safety advisers and employee representatives. It will be carried out under the supervision of a senior accident investigator such as the Airport Safety Analyst or Lead Principle Health, Safety and Well Being Officer and will look for the immediate, underlying, and root causes. All investigations will be carried out to within agreed time scale with the Accountable Manager. A report will be completed by the investigating officer detailing findings together with any recommendations, and submitted to the Accountable Manager. Any recommendations accepted by the Accountable Manager will be tracked via the OSTG until concluded. 68

70 All safety data recorded shall be included in the monthly Cornwall Airport Limited board report and shared with the wider airport community through the appropriate safety committees Follow-Up Action If the results of any investigation indicate that a person or Company is responsible for an adverse safety event, and that this was the result of non-compliance with Cornwall Airport Newquay published procedures or safety measures, that person or Company may be liable for action by Cornwall Airport Newquay. 6.5 Unplanned/Undesirable Event Reporting Policy Cornwall Airport Newquay encourages all staff and stakeholders to utilise the unplanned/undesirable event incident reporting process when a potentially serious incident was avoided at Cornwall Airport Newquay. Any potential serious incident must be reported without delay by the duty supervisor to the Airport Operations Manager or out of normal working hours to the On Call Senior manager who is available 24/7 An unplanned/undesirable report form as detailed on page 66 must be completed by the duty supervisor and employee before leaving shift on the day of occurrence. 69

71 UNPLANNED / UNDESIRABLE EVENT REPORT SHEET (V3) REPORT NUMBER (AOM / MoAT) MOR Filed: Yes / No. Number REPORT A Aerodrome ATC AIRPORT EMPLOYEE: YES / NO (1) NAME OF PERSON INVOLVED IN EVENT; Name Department / Company Contact Telephone Number address (2) ABOUT YOU THE PERSON FILLING IN THIS RECORD; If you were not involved in the event write your address and occupation. Name Department / Company Contact Telephone Number address (3) ABOUT THE EVENT (Continue on Page 2 if required) State when it happened - Date; / / Time State location of where it happened. 70

72 State details of the event. Give the potential safety implications How could this event have been avoided and can you propose how this can be achieved? Declaration Please complete and declare the facts recorded are a true statement of events. The Airport Operations Manager / Manager of Air Traffic Services will contact you with the unplanned / undesirable event reference number and details of the investigation undertaken Signature Print Name Date (4) AIRPORT OPERATIONS MANAGER / MANAGER of AIR TRAFFIC SERVICES USE ONLY; Has the incident been investigated Action Taken YES / NO Print Name Signature Job Title Date 71

73 6.6 Mandatory Occurrence Reporting (MOR) Scheme Cornwall Airport Newquay will adopt best practice as detailed under guidance CAP382. All safety events that fall within the UK Mandatory (MOR) Occurrence Scheme as detailed under CAP382 with respect to the safety of personnel, aircraft operations shall be reported under the MOR Scheme. It is a legal requirement to report safety occurrences to the Civil Aviation Authority through the MOR scheme as detailed under the Air Navigational Order 2009 as amended CAP393. The Objective of the MOR Scheme The sole objective of reporting safety events is to prevent accidents and incidents through improved collection and sharing of safety information; it is not to attribute blame or liability Article 226 of the Air Navigational Order 2009 states that, legal proceedings will not be brought as a result of reporting a safety event, except in cases of gross negligence. Categories of Persons Required to Report Under the terms of Article 142 of the Air Navigation Order, as amended, certain persons associated with Civil Aviation have a duty to report specific occurrences, these persons include: a) Operators/Commanders of certain aircraft b) Persons Associated with aircraft maintenance, repair and overhaul c) Air Traffic Control and Air Traffic Engineers d) Airport Management staff e) Ground Handling Persons and Agencies Persons within these categories should be familiar with their obligations and reporting procedures. Further guidance is available from CAP 382 or by visiting The CAA Occurrence Report Forms (SRG1601, SRG1602 and SRG1603) To facilitate consistent reporting and subsequent storage and analysis of data, three standard report forms, designed in consultation with industry, are available in the download section of the CAA Website SRG1601 to be used for all types of occurrence except; air traffic occurrences reported by Air Traffic and air traffic services ground equipment occurrences reported by Air Traffic Engineers (AIRPROX occurrences, wake vortex incidents and bird strikes are also separately reported see 4.2, 4.3 and 4.4) SRG1602 is to be used solely by Air Traffic Controllers SRG1603 is to be used solely by Air Traffic Engineers for all occurrences associated with Air Traffic Service Ground Equipment SRG2004 is to be used solely for bird strike reporting 72

74 Submission of Reports The AOM is responsible for ensuring that the appropriate MOR is submitted within 72 hours in relation to ground safety events The MoATS is responsible for ensuring that the appropriate MOR is submitted within 72 hours in relation to any Air Traffic Control events The Accountable Manager shall be made aware of any MOR submitted. Reporting Procedure All initiated MORs are disseminated as follows: a) the original is sent to CAA Safety Data Department Telephone Address Safety Data Department Civil Aviation Authority Aviation House Gatwick Airport South West Sussex RH6 0YR b) Where an individual wishes to disclose sensitive information to the CAA, but an MOR seems inappropriate, the preferred method of reporting is by ing details of the event to If this is not possible, reports may be given by contacting the CAA whistle blowing focal point on All whistle blowing reports are treated and acted upon individually with the focus of these reports being on the confidentially of the reporter. Copies of all completed MOR forms are held centrally by the ATC administrator. If the MOR is considered to be of a confidential nature, then it will be marked CONFIDENTIAL. Categorisation of MOR Incidents Categorisation for use with MOR incidents, with objective of prioritising follow up action and response timescale, with indication of a threshold at which follow up investigation is not required. Severity Frequency H M L H A A A M B B C L C D D 73

75 Severity H M L Serious safety hazard e.g. accident averted by providence, avoidance action taken. Several safety nets failed. Serious injuries or significant aircraft damage were or could have been a possible outcome. RIDDOR reportable. AAIB reportable. Runway Incursion category A or B. Significant safety issue e.g. some reduction on safety margins, one or two elements of procedure or safety nets failed. Possibility of small injury, non- RIDDOR or minor aircraft damage. Runway Incursion category C or D. No immediate safety concerns. Service standards may be affected. Frequency H About once a month on average M Small number of occasions per year (up to about 4) L Infrequently, once in 2 years or more Response A B C D Activity to stop or to be immediately reviewed and put under close monitoring activity. No immediate need to stop activity or make changes to procedures. No immediate action but ALARP measure to be considered. Monitor. No action required but may require further monitoring in the future. Investigation Process A B C D Refer to Airport Operations Manager for urgent investigation. Recommendations to be implemented within 3 months. Refer to Airport Operations Manager for investigation in routine time. Recommendations to be implemented within 6 months. Sign off at departmental level and refer to departmental procedures. Sign off at departmental level and refer to departmental procedures. 6.7 Safety Observation Reporting Scheme (SORP) All staff operating airside has a duty of care to report any safety incident or accident no matter how minor. The Safety Observation Reporting Procedure (SORP) is a scheme whereby staff can report safety incidents/ accidents/ concerns anonymously. All reports will be investigated by the AOM. SORP will also be used to identify any defects in procedure. A copy of SORP is available from all departmental offices. 74

76 SORP FORM STOP > DECIDE > OBSERVE > ACT > REPORT Observation Checklist Please tick the unsafe practices that were observed Lack of or unsuitable Personal Protective Equipment Working Procedure on an apron Working Practice by a Airside Services Staff member Working Practice by other staff member Please give further details of what unsafe practices you observed What corrective action can be taken? Are there any other safety concerns you would like to raise? Please submit this form in confidence to; Airport Operations Manager, Cornwall Airport Newquay St Mawgan Cornwall TR8 4RQ AIRPORT OPERATIONS MANAGER USE ONLY; Has the incident been investigated Action Taken YES / NO Print Name Signature Job Title Date 75

77 7. SAFETY PERFORMANCE MONITORING In order to ensure that we continuously improve and develop our safety levels, it is essential to report and analyse safety performance. This not only highlights any areas requiring attention, but allows a person to see where safety is improving; a positive feedback source for the Safety Management System. Safety performance monitoring at Cornwall Airport Newquay is owned by the Accountable Manager. A Safety Performance Report is produced monthly by the Airport Operations Manager and Manager of Air Traffic Services, reporting data in the following key areas: Runway Safety Runway Incursions Runway Excursion Runway Friction Runway Lighting Aerodrome Inspections Wildlife Control Confirmed Wildlife Strike Events Unconfirmed / near miss strike events Risk Category of wildlife observed Wildlife dispersal methods deployed Grassland Management Air Navigation Services Airprox Loss of Separation Level Bust Aerodrome Safeguarding Zone Infringement Aircraft Taxiing Deviations from cleared Taxiway Aircraft parking errors Obstruction to taxiing aircraft by 1. Moving Vehicle 2. Stationery Equipment Turnround Related Incidents Safety Assurance Collision of equipment with aircraft Aviation Fuel Push Back error Airfield Occurrence report summary Vehicle Accident ARFFS Incident response callouts Apron FOD Turnaround Audits Non compliance Safety Awareness Promotion Vehicle/Equipment Inspections Airside Safety Bulletins MOR Investigation Aviation Security Third Party Audit Programme Airport Stakeholder Third Party Oversight Personnel Training Initial Training Recurrent Training Proficiency Checks Instructor and Assessor Proficiency Checks 76

78 8.CONTRACTED ACTIVITIES 8.1 ILS Inspections ILS flight inspections take place every six months on the ILS equipped runways. A licensed contractor (currently Flight Calibration Services Ltd) carries out this function. 8.2 Compass Swing Facility A Compass Calibration Base (CCB) is provided on the airfield for use by based aircraft and visiting aircraft which require compass re-calibration prior to flying again. The CSB is located at the northern end of Taxiway Charlie. The CSB is certified to Class 1 standards. QinetiQ, who are approved by the Government carries out calibration and re-certification. A calibration certificate is held by the Airport Operations Manager and maybe viewed at any reasonable time. 8.3 Aerodrome Survey Data and Treatment of Obstacles NQY contract the services of an external survey company to provide aeronautical grade positional data for use in all aeronautical publications. An appropriately accredited survey company will always be used who shall have ISO 9001 accreditation. The survey is conducted in accordance with the Competent Authority s requirements and once the survey data is received it will be handled by the Aerodrome operator in accordance with the Air Traffic Control Quality Management System. The data may be stored in electronic format using the company Information Technology system which is certificated against the Public Services Network Compliance Standards by way of an independent third party audit. 8.4 The Management of Air Traffic The management of Air Traffic Services is carried out by Cornwall Airport Limited. Cornwall Airport Limited carries out their responsibilities in accordance with the standards in CAP 493, The Manual of Air Traffic Services (MATS) Part 1 and CAP 670, ATS Safety Requirements. Details of the Air Traffic Services provided and local procedures are contained in the Cornwall Airport Newquay MATS Part Aeronautical Ground Lighting Cornwall Airport Newquay Engineering maintains the aeronautical ground lighting system to ensure compliance with EASA certificate specifications. ATG provide Cornwall Airport Newquay with expertise in maintaining the software for the AGL system and the system is flight checked every six months. A licensed contractor (currently Flight Calibration Services Ltd) carries out this function. 8.6 Navigational Aids Navigational Aids are operated in accordance with MATS Part 2, in compliance with CAP 670. The equipment is maintained in accordance with MATS Part 4 by Cornwall Airport Newquay Engineering. 77

79 8.7 Providers of Apron Management Services Cornwall Airport Limited provides apron management services at Cornwall Airport Newquay and has submitted a Declaration of Compliance signed by the Accountable Manager, to confirm that they comply with the following; Company Name & Address Name & Contact details of the Accountable Manager Start date of operation Aerodrome at which the services will be provided Applicable requirements set out in Part-ADR.OPS on the provision of apron management services are documented and reflected within the aerodrome manual Declare any alternative means of compliance with references to the AMC s that they replace That the services are provided in accordance with the NQY Aerodrome Manual Personnel have received the necessary initial training and receive recurrent training to ensure continued competence Any change in the operation that affects the information disclosed in this declaration shall be notified to the Cornwall Airport Newquay Accountable Manager. 8.8 Apron Management Services outside of the Operating Boundary Cornwall Airport Limited will adapt best practice by; Ensuring the third party accountable manager completes and signs a declaration of compliance to demonstrate they meet the requirements as laid down under ADR.OR.B.060 Monitor compliance by conducting third party safety audits on all apron management service providers that fall outside the operating boundary 8.9 Record Keeping The aerodrome operator utilises records in both paper and electronic format. Paper records are stored securely in accordance with the requirements of the data protection act. Electronic records are stored either on externally hosted compliant servers or within the company s Public Services Network Compliant system which is managed by an external service provider. Records will be kept for a minimum of 5 years in accordance with ADR.OR.D Aircraft Movement Data On a regular basis, the business analyst correlates the flight information data for submission to the competent authority. Data capture includes movement type, aircraft type, dates and numbers of passengers. 78

80 9. SAFETY AUDITING Auditing various airfield activities is an important part of the SMS and is essential to ensuring Safety Performance Monitoring and Measurement. As well as the audit of airfield activities, a fundamental part of the Safety Management System is the audit of the system itself. The safety auditing process is divided into 2 categories: Internal Audits External Audits for example by the competent authority, HSE, AAIB Where the competence to complete audits is held internally, NCA staff carries out audits. When the subject area is too specific to have a specifically trained member of internal staff, external companies are used. The next section gives an outline of the Safety Audit system currently in place. 9.1 Aerodrome Safety Audits Cornwall Airport Newquay has developed a Quality Assurance and Quality Control Programme to monitor standards Safety Audit Schedule An annual schedule of the audits to be carried out is produced for each financial year. The Airport Operations Manager is responsible for the Safety Audit Schedule. The internal and external annual audit schedules will be subject to approval by the OSTG (Operations Safety and Technical Group) and the Managing Director (Accountable Manager). 79

81 9.1.2 System Safety Auditing In order to ensure the SMS itself is a robust, reliable, and correctly functioning system, the Airport Safety Analyst (ASA) will conduct audits in accordance with the safety audit schedule. Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec AGL X X ATE X X Apple Aviation X Augusta Westland X CORMAC X BIH X Sky Bus X SAR X Weston Aviation X RFFS X X Fuel X X Apron Management Load X X Control Security X X Passenger Service X X Aircraft De Icing X Aerodrome Maintenance X X Policy Wildlife Hazard Management X X Aerodrome Inspection X X Aerodrome Ops Staff Training X X The Safety Audit process is a robust system incorporating: Communication of intent to audit contact is made by ASA to the organisation / department concerned informing them of the upcoming audit date and time. There will be occasions when ad-hoc audits will be undertaken with no prior notice. Audit The audit is carried out by ASA. Audit write-up & issue of action plan post-audit, the findings are written into a report, along with an expectation of the actions to be carried out by the audited organisation. The timescales given for actions to be implemented are based upon the severity of any safety concerns. Outcomes from audits will be reported using the following categories. Category 1 Significant non-compliance that must be rectified immediately and the Accountable Manager notified. Failure to rectify the findings may result in suspension of all or part of the activity. Category 2 A non compliance that must be rectified with agreed timescales. 80

82 Category 3 A recommendation that may affect the safety. Airport Safety Analyst to record, notify and track audit outcomes. Check and review of action plan the action plan is monitored and followed up to ensure that all safety concerns have been addressed. All audits will be carried out in confidence, the results of Internal or External audits will remain confidential to those companies or departments having been audited, the results of the audit including any non-compliance with the agreed actions and timescales will be discussed at the audit out brief. All reported non-compliances should be dealt with using the best endeavours of the company having been audited, any delay on agreed actions and time scales could however; result in the audit being referred to the Accountable Manager. Persistent non-compliances by individual companies will be monitored by the Airport Safety Analyst and brought to the attention of the Accountable Manager. Any recognised trends that may have an impact on safety will be highlighted at the Airside Safety & Security Committee. A Safety Management Audit Matrix is produced by the Airport Safety Analyst, this document sets out the dates of the programmed audits for a 12 month period, whilst the matrix sets out the preferred audit schedule, and changes to the matrix will be made to facilitate the audit process when necessary. Further audits may be included in to the schedule, should a company not maintain agreed safety standards. 10. SAFETY COMPETENCY FRAMEWORKS The Operations Safety Competency Framework outlines areas of training and proficiency, including trainees, and procedures to be applied in the event that personnel do not achieve the required standard. This framework is based on guidance in CAP 700 and the relevant national occupational standards. Airside Operations, Aeronautical Ground Lighting & the Airport Rescue & Firefighting Service have competency frameworks in place that cover the duties of technical staff that are required to know specific procedures and carry them out in specific ways. For the Airport Rescue & Firefighting Service such requirements are required in order to maintain competence in operational roles. A separate Competency Framework, controlled by the Airport Operations Manager, focuses on technical and professional knowledge, experience, and where appropriate, qualifications for the management responsibilities that are required to safely operate the aerodrome. Documentation is stored in accordance with PART B 8.9 of this manual 10.1 Human Factors There are many ways in which human interaction can have an impact on safety. 81

83 Human Factor training is delivered to all key post holders with operational safety responsibilities. Human Factor awareness training is delivered to all other airport staff. 11. MANAGEMENT OF CHANGE One of the risks within an organisation is when something changes, be it a process or a job People specification, leading to an alteration in safety responsibilities. There are various situations when a change can occur and as such, this section outlines the procedures Cornwall Airport Newquay puts in place to Culture Processes ensure any risks are assessed and managed to a level As Low As Reasonably Practicable Direct Role Replacement When a new member of staff is required to take on the safety responsibilities previously held by a colleague who is no longer in that role, the Competency Framework is used to compare their current level of competency in each area against the level needed to fulfil the safety responsibilities of that role. This gap analysis allows a subjective assessment of each candidate relating to their safety responsibilities and expertise, provides an objective training plan to acquire the areas of competence needed to fulfil the entire role. This process also prevents a person without the competency required from filling a role for which they do not have, or cannot get within an appropriate amount of time, the required safety competency. Until such a time that a new appointment to a role can fulfil all the required safety responsibilities, an existing member of the operations team should be identified as fit to cover the area temporarily Merger of Roles Should a situation occur where the safety responsibilities of two or more persons are merged into one, or altered significantly so that responsibilities switch between two or more members of staff, the Competency Framework will be used initially to identify the safety responsibilities of the roles concerned. Once that is established, the safety responsibilities are then incorporated into the new roles. Use of the Competency Framework ensures that safety responsibilities are not lost during role transition Procedural Change When a procedural change occurs (i.e. new regulation from the CAA or a new way of carrying out a safety critical activity) an initial risk assessment will be carried out by the relevant manager to determine the risk involved with the change. This will then lead to a review of the Competency Framework to ensure that any changes can be 82

84 accommodated within the current structure. Any changes required are to be dealt with by the relevant line manager and, if appropriate, be cascaded to any other members of staff Termination of Operations In case of intended termination of the operation of the aerodrome, the Accountable Manager shall notify the competent authority in writing. The notification shall be done in such time as to allow the timely publication of the changes within the Aeronautical Information Regulation and Control (AIRAC) system. Upon termination of the operation, the Accountable Manager shall ensure that runway closed marking are applied, as well as any other measure required by the Competent Authority. 12. SAFETY COMMUNICATIONS Promoting and communicating the SMS is the key to its success, particularly the sections focussed on behaviours and culture. A number of communication methods are used, and they are described below: Operational Documentation and Notices Aerodrome Manual Part A - General Part B Safety Management System Part C Particular of the Aerodrome Part D Particulars of the Aerodrome required to be reported to the AIS Part E Aerodrome Policy & Procedures Emergency Orders Airside Directives Airside Safety Bulletin Work Permit Scheme Safety Performance Reports 83

85 13. SAFETY TRAINING & EDUCATION Cornwall Airport Newquay has a duty to operate a safe aerodrome, and therefore takes on a responsibility to ensure those who work on the aerodrome understand the risks and hazards involved. Training & Education is split into two distinct parts, although there is some overlap in certain circumstances i.e. safety inductions for all new staff be they employed directly by Cornwall Airport Newquay or by Third Party Company Cornwall Airport Newquay Staff The training and education of Cornwall Airport Newquay staff is supported by Competency Frameworks in place throughout all operational areas (Airport Rescue & Firefighting Service, Airfield Operations, and Engineering). The competency frameworks include not only basic safety training, but also specific training relating to individual roles. They also assess non-operational roles (i.e. management positions) to ensure that suitable and qualified persons are employed in safety critical roles Third Party Company Staff The training and education of third party Company staff is the responsibility of the Company itself, but is supported by Cornwall Airport Newquay where possible. As stated above, there are certain elements where Cornwall Airport Newquay dictates requirements; examples being Airside Driver Training and Airside Safety Induction Training. The main way in which training and education is monitored by Cornwall Airport Newquay is through the use of an audit system, as outlined in Part B Section 9 of this document. This ensures that each third party company reaches certain generic standards relating to safety, allowing Cornwall Airport Newquay to be confident that said company is safe to operate on the Cornwall Airport Newquay site. In addition, safety targets are contained in the Service Level Agreements applicable to key airside operating Companies External Groups To ensure that a wider industry perspective is taken into consideration, Cornwall Airport Newquay maintains involvement in a variety of external groups focussed on operational safety. A valuable exchange of safety information and learning is achieved through these groups and contributes to further improvements to policies and procedures at Newquay. A selection of these groups includes: Airport Operators Association Annual Conference Airport Operators Association Security, Operations and Safety Group Airport Operators Association Rescue & Firefighting Working Group UK Bird Strike Committee South West Regional Safety Group Regional Airport Business Association Airport Fire Officers Association Air Prox Board, South West ATC/Air Space 121 Committee 84

86 PART C - PARTICULARS OF AERODROME SITE NOTE: Information in this Section must not be used for operational of flight planning purposes 85

87 1. LOCATION AND ELEVATION Aerodrome Reference Point (Mid point Runway 12/30) Aerodrome Elevation Lat N Long W 390ft. 2. INS CHECKPOINTS 2.1 Obstacles Infringing Standard Protected Surfaces In Approach/Take-off areas Obstacle ID/Designation Obstacle Type Obstacle Position Elevation/Height Obstruction Lighting Type/Colour /APPROACH 30/TAKE-OFF Fence N W 30/APPROACH 12/TAKE-OFF Tree N W 30/APPROACH 12/TAKE-OFF Tree N W 30/APPROACH 12/TAKE-OFF Road N W 30/APPROACH 12/TAKE-OFF LOC N W 30/APPROACH 12/TAKE-OFF Mast N W 312 ft. No 430 ft. No 435 ft. No 405 ft. No 413 ft. No 1286 ft. No Remarks In circling area and at aerodrome Obstacle ID/Designation Obstacle Type Obstacle Position Elevation/Height Obstruction Lighting Type/Colour Wind Turbine N W Mast N W Wind Turbine N W Wind Turbine N W Wind Turbine N W Wind Turbine N W Mast N W Tree N W Floodlights N W Lighting Mast N W Wind Turbine N W Tree N W 824 ft. No 526 ft. Yes 736 ft. No 402 ft. Yes 605 ft. No 640 ft. No 464 ft. No 432 ft. No 403 ft. Yes 419 ft. Yes 344 ft. Yes 445 ft. No Remarks 86

88 In circling area and at Obstacle ID/Designation Obstacle Type aerodrome Obstacle Position Elevation/Height Obstruction Lighting Type/Colour Lighting Mast N W Tree N W Wind Turbine N W Mast N W Chimneys N W Mast N W 414 ft. Yes 471 ft. No Yes ft. 457 ft. No 873 ft. Yes 930 ft. No Remarks 3. MANOEUVRING AREA SURFACES 3.1 Runways Designations RWY Number True bearing Dimensions of RWY Surface of RWY/ SWY/ Strength (PCN) THR coordinates/ THR Geoid undulation x 45 m RWY surface: Concrete and asphalt. 62/F/B/W/T x 45 m RWY surface: Concrete and asphalt. 62/F/B/W/T N W 175 ft N W 175 ft. THR elevation/ Highest elevation of TDZ of precision APP RWY THR 306 ft THR 385 ft Slope of RWY/ SWY SWY dimensions Clearway dimensions Strip Dimensions OFZ Remarks x 180 m 2865 x 300 m RWY 12 There are 22 m asphalt shoulders both sides of the marked runway edges. 300 x 180 m 2865 x 300 m RWY 30 There are 22 m asphalt shoulders both sides of the marked runway edges. Landing threshold Runway 30 displaced by 300 m 87

89 3.1.1 Declared Distances & RESA - Rwy Runway TORA TODA ASDA LDA Remarks designator m 2937 m 2637 m 2637 m TORA and LDA end 107m before physical end of pavement for RESA m 3044 m 2744 m 2444 m m 2220 m 1920 m Take-off from Intersection with Taxiway Bravo m 1571 m 1271 m Take-off from Intersection with Taxiway Charlie m 1522 m 1222 m Take-off from Intersection with Taxiway Echo m 1691 m 1391 m Take-off from Intersection with Taxiway Charlie m 1043 m 743 m Take-off from Intersection with Taxiway Bravo m 1741 m 1441 m Take-off from Intersection with Taxiway Echo Taxiway Width, Surface & Strength Taxiway ALPHA W OF BRAVO: Taxiway ALPHA E OF BRAVO: Taxiway BRAVO: Taxiway CHARLIE: Taxiway ECHO: Taxiway DELTA Taxiway HOTEL 18m/ Asphalt/54/F/B/W/T 23m/Asphalt/43/F/B/W/T 23m/ Asphalt/ 41/F/B/W/T 23m/ Asphalt/ 36/F/B/W/T 23m/ Asphalt/ 23/F/C/X/T 23m/Asphalt/104/F/B/W/T 23m/Asphalt/117/F/A/W/T See also CAL/AOM/S002 Safety Case EASA Certification Special Conditions 3.3 Aircraft Stand Provision Alpha Apron Given its proximity to the terminal building and aviation security critical part the Alpha Apron is the primary designated area for commercial aircraft parking at NQY. The Alpha Apron consists of four stands designed to Code C aircraft specification. These stands are defined as 20, 21, 22 and 23. Additional stands are available to the east and west of the Alpha Apron and are defined as 17, 18, 24 and 25. A mixture of nose in and self-manoeuvre parking arrangements is permitted ensuring suitable wing tip clearance is maintained between stands. Particular attention must be drawn to the stand planning process when stands 21A or 23A are in use as these stands are specifically designed for B aircraft use. It would be standard operating procedure for jet operations to adopt a nose-in parking strategy. Unforeseen operational circumstances (e.g. staff sickness, weather, equipment failure etc.) may dictate that a contingency plan for self-manoeuvre will be adopted with the approval of the TDM. ATC and the air crew will be advised should this contingency plan be initiated. 88

90 GA Park Permitted for use for Aircraft MTOW <3000kgs Daylight operations only unless by special instruction Refuelling permitted A dedicated walkway with appropriate signage are in situ to protect passengers and crew access and egress the General Aviation Park Aerodrome vehicles parked within the ATC garage must be reversed in to position to ensure the safety of passengers and crew accessing the General Aviation Park is not compromised. Echo Apron Permitted for use for aircraft up to CODE E. For aircraft classified as > CODE C (MTOW 80t) they must be shut down on the Echo taxi lane and towed to stand. Refuelling permitted. All aircraft must be chocked to comply with the licence variation. Restrictions may apply during Winter Operations. Aircraft Parking and refuelling in other areas such as Hotel and Golf Aprons are subject to local restrictions by the apron management services provider. Aircraft parking for non-standard aircraft types will be subject to the express permission of AOM in consultation with ATC. An appropriate risk assessment shall be issued with applicable TOI to all airside users to cover such eventualities. 3.4 Stand Design & Layout Stand Allocation Aircraft parking at NQY shall be coordinated by the Ramp and Dispatch Supervisor (RDS). The duty RDS shall ensure the allocated stand is suitable for the aircraft type. If in any doubt they must refer to the Terminal Duty Manager (TDM) for clarification. Aircraft Parking The apron services management provider is responsible for ensuring that a stand is safe for use prior to any aircraft movement. Stands must be left in a safe condition including the removal and safe stowage of aircraft chocks 89

91 4. AERODROME CHARTS AND MAPS 4.1 Location of Aerodrome from the nearest towns 90

92 4.2 Aerodrome Chart 91

93 4.3 Aerodrome Parking / Docking Chart 92

94 4.4 Aerodrome Operational Boundary / Access points 93

95 5. VISUAL CHARACTERISTICS This section describes the physical characteristics of the Visual Aids provided at Cornwall Airport Newquay. 5.1 General All visual aids will comply with the requirements of ICAO Annex 14, EASA AMC/GM and CAP637. Lighting will be operated in accordance with the requirements of EASA AMC/GM using control systems that comply with CAP670. All visual aids are subject to inspection for damage, deterioration and serviceability requirements as described in the AGL Procedures Manual. All visual aids are maintained, repaired and replaced in accordance with the requirements of EASA AMC/GM and the AGL procedures manual. The failure of any visual aid will be promulgated by NOTAM, ATIS, and RTF as appropriate. CAA approved temporary visual aids may be used if required Comments made by operators and operational staff concerning the location, operation and effectiveness of visual aids will be considered. The implication for visual aids will be considered whenever there are new airfield developments. 6. SIGNALS There is no signals area. There are 3 illuminated wind sleeves, visible from the runway thresholds. Marshalling signals provided will comply with Rule 62 of the Rules of the Air Regulations. 7. SURFACE MARKINGS Painted surface markings are provided on the Runway and Taxiways in accordance with CS ADR-DSN, Book 1, Chapter L. Surface markings for stand entry guidance markings include a yellow painted stand number with arrow indicating the extended stand centreline. The stand centreline itself is painted yellow. Temporary marking of closed aircraft movement areas is achieved by the use of 5m long mobile barriers with red and white retro reflective panels which are lit with red obstacle lights during periods of reduced visibility. 7.1 Airfield Work In Progress Appropriate consideration shall be given to demarcate WIP areas as part of the work permit application process 94

96 8. SIGNS Illuminated Runway Mandatory Holding Positions are located at each runway link. Illuminated Taxiway information and Mandatory signs are provided at taxiway intersections and holding positions along taxiways excluding Taxiway Delta and Hotel where a special condition is issued. See also CAL/AOM/S003 Safety Case EASA Certification Special Conditions CAL/AOM/DAAD/005 Delta and Hotel Taxiway Operations 9.AERONAUTICAL GROUND LIGHTING (AGL) 9.1 General Aeronautical Ground Lighting (AGL) is a vital part of the airport s operational infrastructure, enabling the continued safe operation of public transport flights at night and during adverse weather conditions. Cornwall Airport Newquay is licensed to operate in Category IIIB weather conditions on Runway Provision of Lighting Runways RWY Approach lighting Type/ Length/ Intensity Threshold lighting Colour/ Wing bars VASIS/ MEHT/ PAPI TDZ lighting Length Runway Centre Line lighting Length/ Spacing/ Colour/ Intensity Runway edge lighting Length/ Spacing/ Colour/ Intensity Runway end lighting Colour/ Wing bars Stopway lighting Length/ Colour m Light intensity high m Light intensity high. Uni-directional HI Green HI Green wingbars Uni-directional HI Green HI Green elev wingbars PAPI Left/3 58 ft PAPI Left/3 51 ft Full length 15 m spacing Colour coded HI 900 M Full length 15 m spacing Colour coded HI Elev HI bi-directional Colour coded with LI omnidirectional component 60 m spacing Elev HI bi-directional Colour coded with LI omnidirectional component 60 m spacing Elev HI unidirectional Elev HI unidirectional Remarks Approach Lighting: Centre-line with five crossbars PAPI dist from THR: 313 m Approach Lighting: Coded centre-line with five crossbars Supplementary lighting inner 275 m PAPI dist from THR: 384 m Provision of Lighting Taxiways and Aprons Taxiway Lighting conforms to the requirements of EASA CS ADR-DSN.M.710 excluding Taxiway Delta and Hotel where a special condition is issued. See also CAL/AOM/S003 Safety Case EASA Certification Special Conditions CAL/AOM/DAAD/005 Delta and Hotel Taxiway Operations CAL/AOM/DAAD/004 Echo Apron Secondary Power supply Provision of Lighting Obstructions Airport Engineering maintains a comprehensive record of obstacle lighting locations. Obstacles off the Airfield that require red obstacle lighting are the responsibility of the owner of the obstacle. Airport Engineering is responsible for the provision of Obstacle lighting on the airfield, including temporary portable lights. 95

97 PART D PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED TO THE AERONAUTICAL INFORMATION SERVICE 96

98 1. COMPANY DETAILS 1.1 Name and Address of Aerodrome Cornwall Airport Newquay St. Mawgan, Newquay, Cornwall TR8 4RQ 1.2 Name and Address of Accountable Manager Al Titterington, Managing Director Cornwall Airport Limited, Cornwall Airport Newquay St. Mawgan Newquay Cornwall TR8 4RQ 2. GEOGRAPHICAL COORDINATES OF AERODROME REFERENCE POINT WGS84 Runway Mid Point Lat: N (ARP) Long.: W 3. AERODROME ELEVATION AND GEOID UNDULATION 3.1 Elevation of Each Threshold and Geoid Undulation 30 Threshold: ft 12 Threshold: ft. 3.2 Elevation of the Runway ends 30 Start of TORA(Start of Pavement) 30 Threshold (Start of LDA) 12 Threshold (Start of TORA and LDA) ft ft ft 3.3 Significant High and Low Points along the Runway Highest point 30 Start of TORA (Start of Pavement) ft Lowest Point 12 Threshold (Start of TORA and LDA) ft No other significant high or low points, continuous slope down from 30TH to 12TH 3.4 Aerodrome Reference Temperature The aerodrome reference temperature is 18 C 97

99 4.NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS Cornwall Airport Limited, Cornwall Airport Newquay St. Mawgan Newquay Cornwall TR8 4RQ Tel: AERODROME DIMENSIONS 5.1 Runways Designations True Dimension Strength (PCN) Threshold Coordinates Runway Bearing of Runway and surface or Number (m) Runway and Stopway One two x 45 62/F/B/W/T N W Three zero x 45 62/F/B/W/T N W Threshold elevation 306ft 385ft Slope Overall Runway Profile slope variance 1.17% with a maximum slope variance of 1.30% located 1200 metres from the start of RWY 30 TORA. Runway 12 1 st quarter maximum slope variance 0.87% Runway 30 1 st quarter maximum slope variance 0.85% See also Surface Type Grooved Marshall Asphalt Type of Runway and Precision Approach Runway The Aerodrome Reference Classification Code for NQY is 4E. Runway one two / three zero has a strip width of 150m either side of the runway centreline, meeting the regulatory requirement for the 150m strip width on a Code 4E runway Length, Width and Surface Types A Runway Strip suitable for a code 4E instrument runway is provided in accordance with EASA CS ADR-DSN.B.150 to CS ADR-DSN.B.175 inclusive. Runway 30 has a displaced threshold Runway End Safety Areas There are 240m RESA at both ends of runway one two and runway three zero Stopways No stopways are provided 98

100 5.1.7 Clearway Length and Ground Profile Runway one two 300m Runway three zero 300m Overall Ground Profile does not exceed 0.93% 5.2 Taxiways Various taxiways are provided for use as described below. The taxiways are constructed of asphalt Length, Width and Surface Type of Taxiways Taxiway Width Code PCN Strength Surface ALPHA 18m C (west of Bravo) 54/F/B/W/T Asphalt ALPHA 23m D (east of Bravo) 43/F/B/W/T Asphalt BRAVO 23m D 41/F/B/W/T Asphalt CHARLIE 23m D (South of Alpha) 36/F/B/W/T Asphalt CHARLIE 10.5m B (North of Alpha) 36/F/B/W/T Asphalt DELTA 23m D 104/F/B/W/T Asphalt ECHO 23m D 23/F/C/X/T Asphalt HOTEL 23m D 117/F/A/W/T Asphalt 5.3 Aprons Surface Type and Aircraft Stands The Alpha and Echo apron (provides a stand design combining certification requirements with flexibility and efficient use of space through a multiple use concept, although weather conditions or aircraft size may require different parking requirements. Alpha Apron the surface is concrete/brick pavers with a bearing strength of 53/F/B/W/T Echo Apron the surface is concrete with a bearing strength of 38/R/C/W/T 5.4 EASA Certification Special Conditions Three special conditions are issued with the EASA Aerodrome Certificate Special Condition 1 Alpha Taxiway (slope variance 700m) Special Condition 2 Echo Apron (slope variance 2.14%) Special Condition 3 Longitudinal slopes of runways and sight distance See also CAL/AOM/S002 Safety Case EASA Certification Special Conditions for further operational detail and procedures 5.5 Deviation and Action Documents (DAAD) 1 RWY 12 Threshold Markings 2 RWY 12 and 30 Aiming Points 3 Hold point Alpha 2 and 3 Bravo 2 Charlie 2 4 ECHO Apron Lighting Secondary power supply 5 Delta and Hotel Taxiway 99

101 6. VISUALS AIDS FOR APPROACH 6.1. Basic Requirements Aeronautical ground lighting provides pilots with location, orientation and alignment information in adverse visibility conditions and at night. NQY is certificated to operate both day and night. The senior airfield engineer is responsible for the provision of lighting requirements and the table below indicate the current arrangements. Runway Approach lighting Type Length Intensity Threshold Lighting Colour Wing bars PAPI VASIS Angle Distance from THR (MEHT) TDZ Lighting Length Runway Centreline lighting Length Spacing Colour Intensity Runway edge lighting Length Spacing Colour Intensity Runway end lighting Length Colour Wing bars Coded centreline 5crossbars 817m HI Unidirectional HI Green HI wing bars 3 LHS 335m (55ft) Colour Coded 15m spacing HI Elevated HI Bidirectional with LI Omnidirectional component. Yellow caution zone. Red 30 Coded centreline 5 crossbars 847m HI Supplementary lighting inner 275m Unidirectional HI Green HI wing bars 3 LHS 340m (55ft) 900m Colour Coded 15m spacing HI Elevated HI Bi directional with LI Omnidirectional component. Yellow caution zone. Red Full descriptions are shown below in the subsequent paragraphs 2-4 The AGL is subject to an on-going inspection and maintenance process. The maintenance of the AGL is the responsibility of the senior airfield engineer. Runway 12 is a precision approach runway with a Category 1 Instrument Landing System (ILS). Runway 30 is a precision approach runway with a Category III Instrument Landing System (ILS). Both runways have PAPI s, runway end lights and edge lighting. The taxiway system is equipped with Green centreline lighting to taxiway Alpha, Bravo, Charlie (South of taxiway Alpha) and Echo. Taxiway Delta and Hotel has green cats eyes installed as part of the EASA certificate special condition. The Alpha and Echo Aprons has blue edge lighting delineating their extent. 100

102 ATC will display the lighting provided in accordance with the time of day and the prevailing weather conditions. Incoming electrical supply is fed from the National Grid into the Airport s Sub- Stations. Standby power is provided by diesel generators in the event of a mains power failure. See section 8 of this section. 6.2 Approach Lighting Runways 12 and 30 are equipped with high intensity approach lighting. Runway 12 High Intensity Approach System High intensity distance coded approach lighting system for direction 12, includes a centreline and five crossbars extending to 817m. All approach lights are mounted on frangible supports. Runway 30 High Intensity Approach System High intensity distance coded approach lighting system for direction 30 includes a centreline and five crossbars extending to 847m. All approach lights are mounted on frangible supports. Runway 30 High Intensity Supplementary Approach System Supplementary approach lighting required for Category III operations on runway three zero consisting of: Two additional white lights on each side of the centreline light forming barrettes along the inner 300m of the approach centreline, the lights in each barrette being spaced 1.2m apart; and Red side row barrettes of four lights spaced 1.5m apart on each side of each centreline barrettes over the inner 270m of the approach lighting system. The lateral gauge of the barrettes is equal to that of the Touchdown Zone (TDZ) lighting. 6.3 Approach Slope Indicators Precision approach path indicators (PAPI) are located to the left of each runway and conforming to the location of the corresponding threshold and the approach slope aiming points for the respective runway, adjacent to 12 & 30 touchdown zones and consists of 4 units containing 3 hi intensity lamps each. PAPI s are set to give an approach angle of 3 and harmonised with the corresponding ILS glide path. 101

103 6.4 Runway and Stopway Lighting 12 / 30 Runway Edge, Threshold, Wingbar and End Lights. Runway Edge The runway edge lighting is installed outside the defined edge of the runway and symmetrically about the runway centreline and along the edge of the runway, equally spaced at approximately 60m distances. The runway edge lights are elevated bidirectional high intensity fittings, with a low intensity Omni-directional component. White lights, except for the lights in the upwind 600m of the runway and in the area of the displaced threshold. In the final 600m of each runway direction the edge lights will be yellow to form a yellow caution zone. Lights in the displaced threshold area are to show red in the (30) approach direction as it is denoted as runway before threshold. Threshold and Wingbar The system consists of one inset bar the full width of the runway with elevated wing bars, the threshold will show green light into the direction of landing. They are switch-able with the PAPI s and approach lighting subject to the runway selected. 30 Threshold and Wingbar The system consists of one inset bar the full width of the runway with two inset wing bars. The threshold shows green light in the direction of landing. They shall be switch-able with the PAPI s and approach lighting subject to the runway selected. Runway End Lights Runway end lights are red and delineate the extremity of the runway that is available for manoeuvring not the declared distances. The system consists of inset fittings covering the full width of each runway end. The luminaries are fitted with red filters showing red light into the landing and take-off direction to cover all movements. Runway Centreline Lights Runway 12 Centreline Lights White runway centreline lights are provided for take-off in RVR below 400m. Runway 30 Centreline Lights White runway centreline lights are provided for take-off in RVR below 400 m, and for Precision Approach Runway three zero at Category III. They extend to 900 m from the upwind runway end, then the following 600 m shall have alternate white and red lights, and the final 300 m in all red lights. Runway 30 Touchdown Zone Touchdown zone barrettes symmetrically disposed either side of the runway centreline extending from the threshold for a distance of 900m. 102

104 Taxiway Lighting Taxiway Centreline and Lead-on/Lead off Lighting Taxiway centreline lighting is installed for taxiways Alpha, Bravo, Charlie (south of taxiway Alpha) and Echo. Lighting is installed for the lead-on and lead-off curves from Alpha at both ends of the runway and from Holds Bravo, Charlie and Echo in both the 12 and 30 directions. The taxiway centreline lights within the ILS critical/sensitive area are fitted alternately with green and yellow filters. The lead-on/lead-off are fitted with two-lamp luminaries to permit directional lighting of the curves and interlocked with stop bar for 90m towards the runway. Mandatory Signs Illuminated Mandatory Signs are provided on the manoeuvring area of the aerodrome, at Runway Taxi-Holding Positions. Redundant taxiways are protected with illuminated No Entry signs, in order to identify by sign the location beyond which an aircraft or vehicle should not proceed unless authorised by ATC. Mandatory Signs are not combined with Information Signs. Information Signs Illuminated Information signs are provided at Taxiway Locations, Taxiway Endings, Runway Location Points, Runway Vacation Points, Direction sign positions, destination signage and warning signs on Alpha Taxiway. Stop Bars Stop bars are installed at all active taxiway entries to the runway with the exception of Hotel 1. The system consists of one CAT I/II/III stop bar at Alpha 2, Alpha 3, Bravo 2, Charlie 2, Echo 2 (Alpha 1&4, Bravo 1, Charlie 1 and Echo 1 being visual hold points). The luminaries are inset uni-directional type with red filters. The luminaries show red to the direction approaching the runway and are installed across the full width of the taxiway. Runway Guard Lights Runway guard lights are installed at each entry to the runway with the exception of Hotel 1. Two units are installed, one at each side of the taxiway at the visual runway holding positions, (Alpha 1 and 3, Bravo 1, Charlie 1 and Echo 1) before entering the runway. The runway guard lights will operate permanently whilst the AGL system is energised. The runway guard lights are a uni-directional flashing twin yellow high intensity lights. Vehicular Traffic Control and Road Signs. Stop Bars, Road-Holding Position Signs are installed at Victor the runway intersection designated for use by vehicular traffic. Road traffic lights are also installed at the runway intersection. The road traffic lights are a uni-directional twin red and green high intensity light showing in the direction approaching the runway crossing; they are controlled by air traffic control. 103

105 Blue Edge Lights Blue edge luminaries / Linlaners are installed at the boundaries of the Alpha and Echo Aprons. Apron Floodlighting Tower lighting columns are erected on the Alpha and Echo Aprons which provide lighting to illuminate the apron areas to the standards required by CS ADR- DSN.M.750. Alpha Apron lighting is included within scope of secondary power supply Echo Apron lighting in not included within scope of secondary. In the event of failure mobile tower lighting will be utilised to provide the appropriate lux level. 7. AERONAUTICAL GROUND LIGHTING INTENSITY SETTINGS The intensity settings for airfield lighting units are controlled from the VCR in the control tower. AGL is displayed in accordance with the provisions of MATS Pt I, and the local Instructions for intensity settings are set out in MATS Pt II 8. SECONDARY POWER SUPPLIES Standby power is provided by diesel generators in the event of a mains power failure. The generators will detect outside electrical supply (OES) power failure and automatically start up within the criteria specified in CS-ADR-DSN, Chapter S, and Table S-1. The generators are also backed up with a UPS supply to smooth the transition between OES to generator. Diesel generators are positioned at the following locations: Air Traffic Control Tower B1A centre runway one two B1B centre runway three zero Fire Station Terminal Building In Low Visibility Procedures the standby generators will be brought on line (from fail to mains) to power the AGL and Navigational Aids in accordance with procedures detailed in MATS Pt II, Section 1, Chapter FLIGHT INSPECTION OF AERONAUTICAL GROUND LIGHTING Aeronautical Ground Lighting is subject to 2 flight inspections per annum. This inspection may coincide with the flight inspection of radio navigation aids by a CAA SARG approved contractor. It is the responsibility of the senior airfield engineer to arrange flight inspections as required. 10. OBSTACLE LIGHTING The senior airfield engineer is responsible for Obstacle Lighting. Obstacle lighting is installed on any permitted structure that penetrates the runway and taxiway clearance planes, or other structures that by their position and significance may be a distraction to pilots. 104

106 Table 12-17: Obstacle Lighting Aerodrome Obstacles Type ATC Tower Permanent LED low intensity 12 ILS Localiser Aerial Permanent LED low intensity 12 ILS Glidepath Aerial Permanent LED low intensity 30 ILS Localiser Aerial Permanent LED low intensity 30 ILS Glidepath Aerial Permanent LED low intensity VDF Aerial Permanent LED low intensity NDB/DME Aerial Permanent LED low intensity Transmitter mast Permanent LED low intensity Receiver Mast Permanent LED low intensity Radar Tower Permanent LED low intensity 12/30 Anemometer masts Mid field Permanent LED low intensity Anemometer mast Apron Tower Masts Permanent LED low intensity Obstacle lighting is either switched from the control tower or automatically switched in reduced light / visibility levels. Obstacle lighting maintenance is detailed in the AGL Procedures Manual. 11. INSPECTION AND MAINTENANCE OF VISUAL AIDS The senior airfield engineer is responsible for the periodic inspection and maintenance of Aerodrome Visual Aids in accordance with procedures detailed in the AGL Procedures Manual. 105

107 12. AERODROME SIGNAL, SIGNS AND MARKINGS 12.1 General a) Aerodrome signals, signs and markings provide visual guidance to pilots approaching the airfield and manoeuvring on runway, taxiway and apron surfaces. All signals, signs and markings should meet the requirements of CS-ADR-DSN excluding Taxiway Delta and Hotel. See also CAL/AOM/S002 Safety Case EASA Certification Special Conditions 12.2 Light Signals a) Air Traffic Control has a signal lamp capable of producing red, white and green lights to make all signals specified in the Rules of the Air as appropriate Temporary Obstruction Markings a) The ATCO in-charge in conjunction with OCSM is responsible for locating and marking temporary obstructions and bad ground on the manoeuvring area. b) The Terminal Duty Manager is responsible for locating and marking obstructions and bad ground on the apron area. c) Obstructions and bad ground will be marked with: Red and White type B marker boards or type C marker flags Where a runway threshold is temporarily displaced, the new threshold location will be indicated by the use of Black and White Threshold Marker Boards 12.4 Taxi Guidance Signs Access to Runway one two/three zero from all taxiway routes are identified by a series of ground mounted signs in accordance with CS_ADR-DSN. Signs are located at points adjacent to taxiways and beyond which an aircraft or vehicle should not proceed, unless they have been authorised to do so by ATC. Taxiway / runway Hold markings are also located at these points Runway Markings Markings on Runway one two/three zero are provided in accordance with CS ADR-DSN, Book 1, and Chapter L. The markings on runway one two/three zero are as follows: Runway centreline Runway edge Permanent displaced Thresholds (RWY30 only) Numerals Aiming Point and touchdown zone 106

108 12.6 Taxiway Markings Painted taxiway markings are provided for all centrelines with the relevant holding point marking compliant with CS-ADR-DSN.L Apron/Stand Markings Taxiway Alpha and Echo has yellow or white markings leading on to all apron stands as per guidance detailed in CAP637 guidance Road Signs and Markings Wherever possible and appropriate, road signs and markings on aerodrome movement areas comply with The Traffic Sign Regulations and General Directions Windsleeves There are three illuminated windsleeves. These are located 300metres from each threshold with the third located towards the midpoint of the runway. 13. NAVAIDS Instrument Landing Systems (ILS) are provided for Runway 30 (CAT IIIB) and 12 (CAT I). A MF Non-Directional Beacon (NDB) is located on the north side of the runway adjacent to the ARP. Terminal Distance Measuring Equipment (DME) is located on the north side of the runway and is calibrated to give a zero reading at the threshold of the selected runway Location and Radio Frequency of VOR Aerodrome Checkpoints Not Applicable 14. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES All aircraft taxiing are only permitted under strict guidance from ATC 15. PAVEMENT SURFACE TYPE & BEARING STRENGTH The Pavement Classification Numbers (PCNs) for runways, taxiways and aprons are given in Part C of this manual. 16. PRE FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED Cornwall Airport Newquay currently has no established pre-flight altimeter check locations. 17. RUNWAY & RUNWAY INTERSECTION DECLARED DISTANCES Runway and Runway Intersection Declared Distances are published in Part C of this manual. 107

109 18. PROCEDURES FOR REDUCING RUNWAY DECLARED DISTANCES Actions by LSACL and Safety considerations The Duty Air Traffic Controller ( Duty ATCO ) is responsible in an emergency for the calculation of reduced runway declared distances. The calculations must be checked by a second competent person before any operations on reduced declared distances are permitted. The decision to reduce the declared distances must be approved by the On Call Senior Manager with the calculations carried out by a competent person. A summary of actions to be taken in considering operations with reduced declared distances is given below. If the runway in use is temporarily obstructed, the immediate action by the Duty ATCO is to close it. The Duty ATCO, liaising with the On Call Senior Manager as necessary, will then make an assessment of the obstruction and its likely impact and may issue a NOTAM indicating the nature of the problem and likely duration. It is not safe to assume that all inbound aircraft will have had access to the NOTAM and ATC will also pass information to Pilots regarding the obstruction by R/T. A preliminary examination should show whether the obstruction can be moved within a timescale which does not significantly affect flight operations. If it is likely to take longer, the Duty ATCO will consider reducing the runway declared distances. As a first step, it is necessary to establish the precise location of the obstruction. Measurements (in metres) should be taken from the runway threshold and the runway end, and from the runway centreline, to the nearest part of the obstruction, if necessary the spacing of the runway edge lights (60m) may be used. The height of the obstruction should also be measured (in metres) - however, it may be necessary to measure the height in more than one place if the obstruction is large, e.g. an A319 aircraft, and should safeguarding slopes be affected. Once the location is established it should be plotted on the Aerodrome Plan. Reference can be made to the existing declared distances, however, to all intents and purposes; a new runway configuration is being calculated. It is then possible to determine whether any useful runway distances remain. Wind direction will have a major impact upon the choice of take-off and landing direction. If possible, landing of aircraft over an obstruction will be avoided since this involves marking and even lighting a temporary displaced threshold and the non-availability of approach lighting. Where the runway length available is less than declared in the AIP, it is essential that: When the landing distance for an instrument runway is amended, the CAA shall be consulted in order to determine whether consequential amendments are necessary to the instrument approach procedure. the potential hazards (see below) before, during and on ceasing operations with reduced runway length available and/or WIP are identified and mitigated as necessary in order to assure the safety of operations; 108

110 A revised runway strip, runway end safety areas (RESAs) and obstacle limitation surfaces, such as the approach and take-off climb surfaces, must be implemented as necessary: A safety zone is established between that area of the runway that is to be used by aircraft and the Work in Progress (WIP) or unusable runway (see later sections on recalculation of declared distances below); Markings are provided to indicate clearly the extent of the safety zone, the WIP area and any movement area or roadways that are to be used by persons involved in the WIP and not to be used by aircraft; The presence, activities and movement on or around a runway or taxiway of contracted staff, who may not be familiar with the aerodrome and aviation practices as expected, are properly managed and controlled; The impact on the ability of the rescue & firefighting and emergency services to perform their functions is considered and addressed; All operational information is correct, available and promulgated in a timely manner to all relevant parties; Roles and responsibilities for operations and tasks associated with the reduction the runway length available are clearly understood and complied with; Wherever practicable, the suitability of the procedure will be tested prior to implementation. Hazards may include inappropriate or potentially misleading display of visual aids; inappropriate or misleading availability of navigational aids; adverse environmental impact; risks resulting from adverse or unusual meteorological conditions; and restricted obstacle clearance and wingtip separation distances. In addition hazards associated with the interaction of jet-blast must be considered Use of Runway if the Obstruction is to the Side If the obstruction is:- Within a distance of 75 m measured at right angles from the runway centreline The runway cannot be used unless declared distances are reduced as the obstruction is within the visual strip. Outside 75 m but within 105 m The runway may be used as a visual strip for take-offs provided the position and height of the obstruction is subject of a NOTAM. Outside 105m but within 150 m The runway may be used as an instrument runway provided that there is no penetration of the Obstacle Free Zone (OFZ) including approach and balked landing surfaces. The Senior Airfield Engineer must confirm that there is no degradation of the ILS. A NOTAM must be issued giving the height and position of the obstruction. 109

111 Outside 150 m - full strip width Unrestricted use, unless there is a penetration of the transitional surface but Obstacle Clearance Limits (OCLS) should be checked and the Senior Airfield Engineer consulted as CAT 1 operations could be affected if the obstruction penetrates the OFZ. A NOTAM may also be required Calculation of Reduced Declared Distances when the Runway is blocked or the Obstructions are within 75 m of the Runway Centreline LDA The runway end is determined by measuring from the threshold up to the obstruction and subtracting 300m. In practical terms this takes into account 60 m for strip end plus a further 240 m for the RESA. If aircraft are required to land over an obstruction the position of the threshold for an instrument runway is established by measuring a slope of 1:50 from the highest point of obstruction down to a point on the runway centreline. A further 60 m (strip end) is added and this establishes the position of the temporary threshold. In the case of landing over an obstruction or if any runway threshold has to be displaced as an emergency it can be said that the runway would cease to be an instrument runway - a slope of 1:40 can be used instead of 1:50. However, the choice of slope, i.e. 1:50 or 1:40 is left to the discretion of the Duty ATCO, liaising with the On Call Senior Manager, depending upon the other factors at the time. Approach aids for that runway e.g. ILS and PAPIs are to be turned off. TORA taking off away from the obstruction When taking off away from the obstruction, a suitable zone for jet blast may have to be allowed for between the obstruction and the start of the new take-off run. Recommended distances are 50m for a DHC8, 100m for jets up to E195, 250m for B737/A319/A320 and 400m for larger jets. TORA taking off towards the obstruction To determine the end of the TORA the height of the obstruction is measured and a slope of 1:50 measured back on to the runway centreline. If this point is 300m or more from the obstruction (i.e. the obstruction is 6m or higher) then this point will become the new end of TORA. If less than 300m then the end of the TORA shall be 300m from the obstruction. Note: Part or all of the RESA may fit under the 1:50 slope, increasing the TORA but the minimum distance between the obstruction and the end of TORA must not be less than 300m. ASDA and TODA If taking off away from the obstacle the conditions at the end of the original runway declared distances (e.g. extent of clearway) are unchanged, therefore ASDA and TODA are reduced by the same amount as TORA. 19. CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT The Aerodrome Coordinator for the removal of disabled aircraft at Cornwall Airport Newquay is the On-Call Senior Manager. The OCSM can be contacted on Procedures relating to disabled aircraft removal are contained in the Aerodrome Emergency Orders. 110

112 20. AIRPORT RESCUE AND FIREFIGHTING SERVICE 20.1 Availability and Scope The ARFFS are based in a four bay fire station situated to the North side of Taxiway Alpha. The location of the fire station enables response times to be met to all parts of the aerodrome where aircraft movements take place. The operational objective of the ARFFS shall be to achieve a response time not exceeding 3 minutes to any point of each operational runway, in optimum visibility and surface conditions. Once at the incident scene, the ARFFS will endeavour to create and maintain survivable conditions, provide egress routes for occupants and to initiate the rescue of those occupants unable to escape without direct aid Communication and Alerting Systems The monitoring of aircraft movements and the movement area for the purposes of alerting the ARFFS is carried out by Air Traffic Control. The fire station is equipped with a crash alarm which can be activated by Air Traffic Control or locally within the fire station. Full details of the methods for alerting personnel who are required to respond in an emergency can be found in the Airport Emergency Orders. To enable effective communications, the ARFFS are equipped with the following radio frequencies: UHF Channel 1 Ground Movement Control Channel 2 ATC and ARFFS only Channel 3 ARFFS Breathing Apparatus Communications Channel 4 Airport Security Channel 5 Airside Services Channel 6 Passenger Services VHF Channel ARFFS to Aircraft Ground Frequency UHF Channel 1, 2, 3 and VHF are recorded. The Incident Commander is also equipped with an AIRWAVE Radio handset to provide communications with Cornwall Fire and Rescue Service Control Room. The operational appliances are equipped with a mobile telephone. The purpose of this mobile phone is to enable communications with ATC in the event of radio failure, or in areas regarded as Black Spots for radio transmission. The maintenance of portable and fixed radios is undertaken by Air Traffic Engineering (ATE). A planned preventative maintenance schedule ensures that all radios are serviced and maintained on an annual basis. Records are held by ATE. Defective equipment is processed and repaired on a priority basis thus ensuring that radio equipment used for operational/emergency use is repaired promptly. 111

113 20.3 ARFFS Level of Protection The SAFO is responsible for the provision of the ARFFS and first response medical services as well as ensuring a satisfactory standard of training and equipment. Fire service watch officers are each allocated references to assist the SAFO in achieving the safe management of the ARFFS. Overall control of the ARFFS is vested in the SAFO and whose personnel comprise of: - 3 x Station Managers 3 x Watch Managers 3 x Crew Managers 18 x Airport Fire-fighters Cornwall Airport Newquay (NQY) operates to ARFFS category 6, which is derived from the types and frequency of aircraft utilising the airport. ARFFS services at NQY are organised to ensure rapid deployment of facilities to maximum effect in the event of an accident/incident within the response time requirements in accordance with ADR.OPS.B.010. ARFFS provision will be the same for freight and ambulance flights as that for passenger transport movements. The ARFFS has developed contingency plans to limit the need for depletion of the promulgated level of services. This involves the provision of a reserve appliance and a preventive maintenance plan to ensure the mechanical efficiency of equipment and vehicles. Arrangements are in place to provide cover for unplanned leave and absence of the minimum level of ARFFS personnel including supervisory level. There may be circumstances when part of the ARFFS facility is temporarily unavailable due to an unforeseen circumstance e.g. an in-service mechanical failure of a piece of equipment or sudden illness of a member of staff. Immediate action will be taken to reinstate facilities and any change in the level of protection available shall be expressed in terms of the new category of the ARFFS available at the aerodrome. In the event of depletion in the level of ARFFS protection available, the Duty ARFFS Supervisor shall notify the ATCO of the new category of ARFFS available at the aerodrome immediately it occurs. This enables the appropriate air traffic service units and aeronautical information units to provide the necessary information to arriving and departing aircraft. The change in the level of protection should be expressed in terms of the new category of ARFFS available at the aerodrome. When such a change has been corrected the above units shall be advised accordingly. Notification should be by radio and NOTAM. The procedure for determining the provision of higher category movements can be found in Airport Rescue & Firefighting Service Operational Procedures. Any operators requiring a higher category should request with a minimum of 24 hours notice. 112

114 20.4 Number of ARFFS Vehicles and Rescue Equipment The extinguishing media, rescue equipment and personnel required for Category 6 as defined in ADR.OPS.B.010 are carried on the following appliances:- a) Rosenbauer Panther 6x6 Major Foam Tender b) Rosenbauer Panther 6x6 Major Foam Tender c) Rosenbauer Panther 6x6 Major Foam Tender d) Mitsubishi L200 (4x4) (Incident Commander) e) Mitsubishi Shogun (4x4) (Bird Control Unit) f) Ford Ranger (4x4) (Utility Vehicle) N.B. The combined seating capacity of a) and b) is 12. Minimum staffing levels for ARFFS categories are detailed below. ARFFS Category ARFFS Supervisors ARFFS Crew Commanders ARFFS Firefighters Total Staff Level Foam Producing Appliances The staffing of appliances has been agreed with Cornwall Fire & Rescue Service and the local Resilience Forum by way of a Task & Resource Analysis. Levels of Supervision The Duty ARFFS Supervisor is to hold a Certificate of Competence as a Supervisor. In addition, Supervisory officers qualified to Supervisor / Crew Manager will be available to provide the minimum level of supervision for the aerodrome category. Rescue Equipment The scale of rescue equipment provided for use by the fire service is detailed in Task & Resource Analysis. Medical equipment to the scale appropriate to an aircraft using the aerodrome is carried within the emergency response trailer. Inspection and Testing of Fire Service Equipment All equipment will be inspected and tested in accordance with Airport Rescue & Firefighting Service Operational Procedures. 113

115 20.5 Extinguishing Agents The quantities of extinguishing media available for use, and the amounts held in reserve, along with the discharge rates of appliances are as detailed in table below Fig Appliance Water (Litres) Foam (Litres) Foam (Trg) Monitor Sideline Complementary Media Discharge Discharge Dry Halon Rate Rate Powder (Kg) (Litres/Min) (Litres/Min) (Kg) Panther 12,000 1, , Panther 12,000 1, , Panther 12,000 1, , All Appliances will have 200 litres of Training Foam fitted in separate tank and will be used for all testing and Training scenarios 20.6 Response Time The ARFFS have conducted a response time assessment to ensure that they can achieve a response time not exceeding three minutes to any point of each operational runway, in optimum surface and visibility conditions, and be in a position to apply foam at a rate of at least 50% of the required discharge rate for the declared ARFFS category. The first responding appliance is readily available to respond during the opening hours of the aerodrome and the second responding appliance may be utilised for secondary duties and responding to emergency calls of a domestic nature. In any event the second appliance is capable of attending incidents no more than one minute after the first arriving appliance. Procedures for responding during periods of reduced visibility have been developed and details of the LVP search procedures further detailed in the Airport Rescue & Firefighting Service Operational Procedures. Details relating to procedures for accessing 1000m areas and dealing with off airfield incidents can be found in the Airport Rescue & Firefighting Service Operational Procedures. The procedure detailing the Airport Rescue & Firefighting Service response to domestic incidents including requests for medical assistance is detailed in Airport Rescue & Firefighting Service Operational Procedures and NQY Airport Emergency Orders Personnel The fire service is deployed and managed to ensure that personnel can respond effectively to operational calls and the ARFFS will remain on duty for 15 minutes following the last departing aircraft or until any inbound aircraft has safely shutdown whichever is the later. 114

116 An extraneous duties impact assessment has been conducted to ensure that any secondary tasks undertaken by the ARFFS does not impinge on the ability to respond effectively. All fire personnel are issued with their own personal issue of protective clothing for use when carrying out firefighting duties. Details of this equipment are contained in the Airport Rescue & Firefighting Service Operational Procedures. Respiratory Protection Equipment is provided in the form of self-contained breathing apparatus sets and FP3 filter masks. Further details of this equipment are contained in the Airport Rescue & Firefighting Service Operational Procedures Medical Standards for ARFFS Personnel All ARFFS personnel undertake a medical examination with the company occupational health provider at intervals not exceeding two years and they are subject to a fitness assessment at intervals not exceeding one year Training Programme of ARFFS Personnel General All ARFFS personnel are required, under the provisions of ADR.OPS.B.010, to demonstrate continued competence as applicable to their task and role as well as meeting the companies medical and fitness standards. Company Policy is as follows; Station Managers Watch Mangers Crew Managers Fire-fighters ARFFS Supervisor ARFFS Supervisors ARFFS Crew Commander ARFFS Fire-fighters On-site training is carried out in accordance with the Airport Rescue & Firefighting Service Station Training Programme. EASA ADR.OR.D.017 and ADR.OPS.B.010 documents. The Health & Safety Policy with regard to training of personnel in RPE and PPE can be found in Airport Rescue & Firefighting Service Operational Procedures. Personal Protective Equipment (PPE) shall be provided for all personnel to equip them for the full range of practical operations. All PPE provided shall comply with current British and European Standards and Health & Safety Regulations. Respiratory protection in the form of positive pressure self-contained breathing apparatus shall be provided to enable ARFFS personnel to work safely in hostile atmospheres. Operational procedures with respect to breathing apparatus shall be followed in accordance and guidance as detailed in National Operational Guidance and the details in Airport Rescue & Firefighting Service Operational Procedures. The Watch Managers and Crew Managers shall be responsible for the training of all ARFFS personnel. They shall ensure that each member undergoes comprehensive technical training, exercises and practical drills to maintain overall competency. The training shall also include specific requirements appropriate to NQY. The ARFFS has recognised that errors causing costly accidents and incidents stem from normal and routine human behaviour. This means there is a need for training in Human Factors and the implementation of safe methods and systems of operation. This training is included within the ARFFS training program. 115

117 20.10 Training Programme of ARFFS Personnel Trainees ARFFS personnel undertake a structured training and assessment programme created from a training needs analysis which involves a range of technical and practical sessions which are documented and recorded on the company training database Rules and Procedures All ARFFS staff are required to maintain a working knowledge of rules and procedures relevant to their job role on the aerodrome. Proficiency checks are included within the station training programme to ensure that personnel are aware of the rules and procedures relevant to their job role Instructors Assessors Only suitably qualified instructors and assessors may deliver training and make judgements on proficiency. The instructors and assessors involved in the training and proficiency programme are qualified to national occupational standards ARFFS Personnel Records Personal records of all technical and practical instruction shall be maintained using the company database Audits NQY is subject to an audit programme by the competent authority and the Airport Safety analyst. Any shortcoming in the systems or procedures for ensuring the safety of aircraft and passengers is reported to the Airport Operations Manager and the SAFO. Appropriate timescales are apportioned to the items and the ARFFS monitored to ensure that agreed remedial action is taken. The Airport Rescue & Firefighting Service is also audited internally in accordance with the procedure laid down in Airport Rescue & Firefighting Service Operational Procedures Additional Water Supplies In addition to the 7,900 litres of water required under AMC4 ADR.OPS.B.010 (a) (2) for fire category 6, NQY emergency fire tenders (Fire 1 & 2) carry an additional 16,100 litres of water. Fire 3 also carries 12,000 litres of water, which can be brought to the scene of an incident on request. Water can also be drawn from a linear hydrant system installed parallel to the runway on the northern edge. Hydrant outlets are situated at 3 intervals throughout its length. A flow rate of 1340 LPM is available per hose line when using twin hose lines from a single hydrant. The hydrant system is fed by a 100,000 Litre static water tank. The wet system is pressurised and fed by an electric pump system. The system has 4 electric pumps with 3 pumps in use at any one time and one reserve pump. Hydrants are tested periodically in accordance with Airport Rescue & Firefighting Service Operational Procedures. Works carried out on the water supplies shall be subject to in-house procedures whereby the ARFFS are informed, via the maintenance team to the SAFO, of: 116

118 Type of work being carried out Location Start and finish times Serviceability on completion. NB: It is the responsibility of the SAFO to ensure ARFFS personnel carry out a test to confirm hydrant(s) have been returned to full service, regardless of any confirmation given by the contractors performing the work. For further details relating to Additional Water Supplies are contained in the Airport Rescue & Firefighting Service Operational Procedures Integrated Emergency Planning Responsibility NQY Emergency Planning Liaison Group is the relevant body for the planning, review and amendment of accident and incident emergency organisations detailed in the Airport Emergency Orders Routine Test Procedures Emergency Orders are tested periodically to ensure that the emergency plan is fit for purpose and ensure compliance with ADR.OPS.B.005 that is, a full-scale aerodrome emergency exercise will be held at intervals not exceeding two years. Partial emergency exercises in the intervening year will be conducted to ensure that any deficiencies found during the full-scale emergency exercise are reviewed and the Emergency Orders amended as appropriate. Publication of Amendments Recommendations for changes to the procedures will be made through the above mentioned group. The Airport Operations Manager is responsible for amending the Emergency Orders and promulgating them to all stakeholders. Body Holding Facilities Details are contained within the NQY Airport Emergency Orders 117

119 Part E Particulars of the operating procedures of the Aerodrome, its equipment and safety measures 118

120 Airport Policies 1. Aircraft Engine Ground Running 2. Aircraft Compass Calibration 3. Test, Training and Ferry Flights 4. Aircraft Maintenance Activity 5. Aerodrome Inspection Regime 6. Runway Friction Measurement 7. FOD & Airfield Sweeping 8. Noise Abatement 9. Airside Works (Development, Maintenance & Remedial) 10. Access to Critical Part (CP) 11. Wildlife & Habitat Management 12. Aeronautical Ground Lighting 13. Reduced Runway Length Operations 14. Aerodrome Survey Data & Treatment of Obstacles 15. Aerodrome Safeguarding 16. Promulgation of Aeronautical Information 17. Detention of Aircraft 18. Low Visibility Procedures 19. Removal of Disabled Aircraft 20. Accident, Incident and Safety Occurrence Reporting 21. Airside Facilities & Infrastructure Defect Reporting 22. Airport Operations Quality Control & Assurance Programme 23. Safety Infringement 24. Aeronautical Weather Information 25. Winter Operations Aerodrome Snow Plan 26. Adverse Weather 27. Aircraft Parking Stands & Allocation 28. Aviation Fuel Management 29. Spillages 30. Waste Disposal 31. Aircraft Washing 32. Aircraft Pushback & Towing 33. Aircraft Turnaround Management 34. Airside Competency & Training 35. Stand Closures & Restrictions 36. Airside Driving 37. Airside Vehicle & Equipment Standards 38. Emergency Response 39. Use of Aerodrome by Higher Code Letter Aircraft 119

121 1. POLICIES OVERVIEW AND OWNERSHIP 1.1 Aircraft Engine Ground Running Owner Airport Operations Manager Cornwall Airport Newquay recognises that the ground running of aircraft engines for maintenance purposes is a necessary activity in the operation of the airport. However, this activity creates noise and jet blast, both of which are potentially hazardous and disruptive to the surrounding community if not carefully controlled. The Airport will operate procedures to allow aircraft ground running to take place under the supervision of competent persons, at times and at locations which take due regard of the need to protect persons working at the airport from noise and jet blast hazard, and the local community from unreasonable and avoidable disturbance. Ref ASI Aircraft Compass Calibration Owner Airport Operations Manager Cornwall Airport Newquay recognises the need for on-site maintenance activities in support of commercial operations and will provide such engineering support infrastructure as can be reasonably accommodated within the airport site. Presently, this policy extends to provision of a Compass Swing Base for the calibration of aircraft compasses to Class 1 standard. The siting of the facility is within the Northern Loop and its use is therefore restricted to certain times and aircraft types. Ref ASI Test, Training and Ferry Flights Owner Airport Operations Manager Cornwall Airport Newquay recognises that to conduct continued safe aircraft operations it is necessary to undertake non-revenue flights for the purpose of crew training, aircraft and systems testing, or to reposition ( ferry ) aircraft for operational reasons. Cornwall Airport Newquay is not primarily a training and testing aerodrome, and the capacity for such activities is limited. However, the Airport will accommodate such flights with certain conditions. Ref: MATS PT II Section 1 Chapter Aircraft Maintenance Activity Owner Airport Operations Manager Cornwall Airport Newquay will support the provision of aircraft maintenance activities, both heavy major maintenance and the essential routine checks. Such activities do however present risks to safety and the environment and therefore procedures will be in place to ensure that such activities can be managed safely in accordance with environmental obligations, and balanced against the needs of other operational activities. Ref ASI 3 120

122 1.5 Aerodrome Inspection Regime Owner Accountable Manager Inspections of airfield facilities and infrastructure form a key part of the safety management system. In many cases inspections are required for legal and regulatory reasons. Safety inspections at NQY will cover operations on the aerodrome as well as specific checks on the movement and airfield areas, and will focus on safety and the serviceability of the facilities. It is a requirement at NQY that the runway and taxiway be inspected to ensure that the surface complies with the criteria for use by aircraft. The runway is required to be free from FOD, wildlife, the pavement is in an acceptable state of repair, and access and egress is unimpaired. The inspection regime will aim to ensure that runways and associated infrastructure are safe for use by all types of aircraft using Cornwall Airport Newquay. REF ASI 19 Ref MATS PT II /MATS PT IV / AGL Procedures Manual 1.6 Runway Friction Measurement Owner Senior Airport Fire Officer Runway surface friction assessments are essential to ensure the safe operation of aircraft. To ensure that the runway surface friction level does not fall below an acceptable level, Cornwall Airport Newquay will carry out friction assessments in accordance with the minimum standards set down in CAP 683 (The Assessment of Runway Friction for Maintenance Purposes) The frequency of friction assessments may be increased above the minimum levels set out in CAP683 for a number of reasons, including; When results from previous assessments indicate that friction levels have reached Maintenance Planning Level To support the ongoing assessment of runway overrun risks To gauge the effectiveness of remedial works to the runway surface In order to build up a more comprehensive picture of friction trends Following pilot reports of perceived poor braking action, if there are visible signs of runway surface wear, or for any other relevant reason. The Senior Airport Fire Officer may commission a friction assessment following an incident or pilot reports of perceived poor braking action. Ref ARFFS Operational Procedures 121

123 1.7 FOD & Airfield Sweeping Owner Airside Trainer and Compliance Controller Foreign Object Debris (FOD) is any object, material or liquid that could cause damage to an aircraft. It represents one of the most serious - but avoidable - hazards to aircraft on the ground. Airport activity generates a great deal of waste material and debris. Examples of commonly found FOD include; Packaging and wrappings Wood, wire, screws and nails Vehicle and equipment mechanical components Baggage components; i.e. strapping, wheels, padlocks, handles etc. Newspapers, baggage labels, boarding cards Debris from aircraft cabin gash bags Catering waste Construction materials Equipment and materials left by aircraft engineers Natural materials (plant fragments and wildlife) Runway and taxiway debris (concrete / asphalt, joint sealant) If not properly controlled, this debris can end up on the movement area where it can present a significant risk to aircraft and airside workers. Hence, the importance of preventing the occurrence of FOD and removing any that does find its way onto the movement area should never be underestimated. Ref ASI Noise Abatement Owner Manager of Air Traffic Services Cornwall Airport Newquay has a stated objective to.limit, and reduce where possible, the number of people affected by noise as a result of the Airport s operation and development. Aircraft using the aerodrome are required to conform to the following procedures, notwithstanding that these procedures may be departed from to the extent necessary for avoiding immediate danger: Every operator using the aerodrome shall ensure at all times that aircraft are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the airport, particularly Newquay, St Columb Major and St Mawgan village. Unless otherwise required in the appropriate Instrument Approach procedure or otherwise instructed by ATC, inbound aircraft shall maintain as high an altitude as practicable and shall maintain at least 1000ft aal, until commencing descent on final approach. An aircraft approaching without the assistance of radar or ILS shall follow a descent path no lower than the normal approach path indicated by the PAPIs on Runways 30/12. Noise abatement policy precludes training flights by jet and small or larger category turboprop aircraft on public bank holidays. Ref MATS PT II Section 1 Chapter 5 122

124 1.09 Airside Works (Development, Maintenance and Remedial) Owner Airport Operations Manager Cornwall Airport Newquay will use the guidelines set out in CAP 791 (Procedures to Changes to Aerodrome Infrastructure) as a basis for managing airside development & maintenance projects. The Airport Operations Manager, having responsibility for the safety assurance of airside development, will determine the strategy and the extent of operational safety management which will apply to each project in accordance with its scope. Any proposed new airfield infrastructure will be carefully assessed for its operational feasibility and safety integrity at the concept stage. Only when it is clear that the proposal meets regulatory requirements and an acceptable level of safety will it proceed to detailed planning and implementation. Significant design changes will be assessed against these requirements. Whether it be a new development or a maintenance project, airside works in progress will be managed such as to minimise the operational impacts but with a bias toward the highest levels of safety which may reasonably be expected. This will be achieved through a partnership approach with the contractor, through good design, risk assessment, a permit system, and active monitoring of safety performance. Ref ASI 4 / Aerodrome Safeguarding Manual 1.10 Access to Critical Part (CP) Owner Airport Operations Manager Access to operational areas is strictly controlled by legislation and additionally by local procedure in order to maintain security and safety of airport operations. As well as complying with statutory requirements, Cornwall Airport Newquay will operate procedures to ensure that access to the aircraft movement area and various subareas within it are denied to all but those parties specifically requiring to do so in the course of their duties, and to ensure that such parties are adequately trained, briefed, and equipped to enter those areas safely. Ref ASI Wildlife & Habitat Management Owner Airport Operations Manager Aerodromes attract birds and wildlife for a variety of reasons. The large open spaces of grassland and hard standing are ideal for many species as a source of food, and also afford clear views of potential predators. It is therefore essential that the landscape is managed in such a way that a wildlife-attractive habitat is discouraged. Furthermore, the environment in the surrounding locality has an influence on the type and level of wildlife activity in the vicinity of the aerodrome. The requirements to manage the wildlife hazard are set out in EASA AMC/GM and CAP 772. In complying with these requirements, Cornwall Airport Newquay will ensure during aerodrome opening hour s active control of the wildlife hazard on the airfield, together with a longer-term, multi-agency approach to managing the off-airport wildlife hazard environment. Wildlife activity and wildlife strike data will be actively monitored as a key safety performance indicator. Effective Wildlife Control measures are an important aspect of 123

125 Airfield Operations. Bird ingestion into aircraft engines and through cockpit glass has caused numerous major aircraft accidents involving loss of life, damage to property, disruption of airport activities and claims for damages against the airport and others. The identification of the local wildlife hazard, development of a control procedures and the detailed record keeping form the basis of an effective Wildlife Hazard Management Plan. REF The Wildlife Hazard Management Plan 1.12 Aeronautical Ground Lighting Owner Senior Airfield Engineer Aeronautical Ground Lighting (AGL) is a vital part of the airport s operational Infrastructure. It enables the continued safe operation of public transport flights at night and during adverse weather conditions. Cornwall Airport Newquay is certificated to operate in weather conditions down to Category IIIB on Runway 30 and Category I on Runway 12. Design and inspection regime of systems will comply with EASA, CAP 670 and with any additional safety requirements identified during design hazard analysis. Robust contingencies for the event of failures in the AGL system have been incorporated, to satisfy both the needs of operational safety and business continuity. Ref AGL Procedures Manual 1.13 Reduced Runway Length Operations Owner Manager of Air Traffic Services Operating with reduced runway distances can affect operational safety margins. Re-declaration and continued use of a blocked runway will not normally be considered unless the anticipated time to clear the runway or strip is unduly lengthy. When runway distances are reduced, all departing aircraft are to use the maximum RTORA. REF Aerodrome Manual, Part D 1.14 Aerodrome Survey Data & Treatment of Obstacles Owner Manager of Air Traffic Services Aerodrome surveys are required to fulfil a number of statutory and EASA requirements. Guidance included in CAP 232 sets out the required specification for Aerodrome Licensing topographical and obstacle limitations surveys. Cornwall Airport Newquay will procure these under a contract with a CAA approved provider. In addition to meeting the basic requirements of CAP 232, Cornwall Airport Newquay will use obstacle survey data, in combination with other information, to actively manage and control the obstacle risks and limitations to aircraft operations. The competent authority requires that the aerodrome and its surrounding environment must be surveyed to provide evidence of the physical characteristics and obstacle limitation surfaces. The most recent full Aerodrome Survey was carried out at Cornwall Airport Newquay in November 2015 in accordance with CAP 232. Details are submitted to the CAA and also held by the Manager of Air Traffic Services. 124

126 An annual check survey will be carried out to monitor changes to the obstacle environment and to record and new or changed features on the airfield. Check surveys should be programmed so as to allow for the taking of any subsequent action to remove tree growth in good time before the bird-breeding season. Copies of all survey information are held by the Manager of Air Traffic Services and are available for inspection at any reasonable time Aerodrome Safeguarding Owner Manager of Air Traffic Services The potential impacts of developments on, close to, or under the airspace of Cornwall Airport Newquay could have significant impacts on operational safety and capability. In common with other licensed aerodromes, Cornwall Airport Newquay is responsible for its own safeguarding process, and will retain this function within the Manager of Air Traffic Services departments of the company. The priority in responding to safeguarding consultations will be to protect the safety and operating interests of Cornwall Airport Newquay. However, consideration will always be given to allowing appropriate developments to take place for the benefit of Cornwall without affecting aerodrome safety. Cornwall Airport Newquay will work with local planning authorities and developers to reach mutually satisfactory outcomes. Ref Airport Safeguarding Manual 1.16 Promulgation of Aeronautical Information Owner Manager of Air Traffic Services Aeronautical data, providing accurate and timely information to pilots and aircraft operators, is important to the safe operation of Cornwall Airport Newquay. The Airport will regularly review the data in the public domain, principally the UK AIP, to ensure that it is up to date and accurate. The Airport will work with providers of aeronautical information to improve both the quality of the data, its timeliness and its presentation, bearing in mind that human factors can have a decisive effect on the effectiveness of published data. SYSTEMS FOR PROMULGATION The primary external system for this is the UK Aeronautical Information Publication and its associated publications: AIP Supplements AIRAC System NOTAMS SNOWTAM ATIS It is recognised that many airline operators use information derived from the UK AIP although supplied by other information providers such as Jeppesen, LIDO, and NavTech. Cornwall Airport Newquay will audit the content of these publications and engage with the providers in order to assure accuracy. This responsibility sits with the DSATCO who will complete the necessary UK AIP change request form (933). 125

127 1.17 Detention of Aircraft Owner Managing Director Where Airport Charges have not been paid, Cornwall Airport Newquay may detain the aircraft in respect of which the charges are due, or any other aircraft operated by the person/company in default, by virtue of Section 88 of the Civil Aviation Act This power may be exercised whether on the occasion when the charges have been incurred or at any time when the aircraft is on the aerodrome. However, Cornwall Airport Newquay shall not detain or continue to detain an aircraft for unpaid charges if the operator of the aircraft or any other person claiming an interest in the aircraft: I. Disputes that the charges, or any of them, are due or that the charges in question were incurred in respect of that; and II. Gives to Cornwall Airport Newquay, pending determination of the dispute, sufficient security for payment of the charges that are alleged to be due. REF MATS PT II Section 1 Chapter Low Visibility Procedures Owner Manager of Air Traffic Services Cornwall Airport Newquay is committed to providing facilities and procedures to enable the airport to remain open to operations during periods of reduced visibility conditions including night time operations and during low visibility procedures. It must be accepted that such conditions will reduce air traffic capacity to well below that achievable in normal operations however it is the intention, over time, to increase the low visibility capacity pro-rata with increases in normal operating capacity. Cornwall Airport Newquay will draw upon experience across the industry to continually review low visibility operations with a view to enhancing safety and capacity. LVP are designed to protect runways, precision approach aids and aircraft movements when visibility is reduced by mist, fog, etc. Limiting vehicular movements to the minimum necessary and stopping all maintenance work on the Manoeuvring Area help to achieve this. LVP will be introduced when the Met visibility is reduced to less than 1500m or the cloud ceiling falls below 300 feet, or the IRVR system displays an IRVR of 1500m or less. The decision to declare LVP is taken by Air Traffic Control. Whenever low visibility is forecast or LVP are declared, ATC will advise the Terminal Duty Manager who will warn applicable airport users to expect limited or prohibited access to the Manoeuvring Area. REF MATS PT II Section 1 Chapter

128 1.19 Removal of Disabled Aircraft Owner Airport Operations Manager Should an aircraft become disabled on a runway, taxiway, or other part of the Manoeuvring Area, the responsibility for the recovery of the aircraft lies with the owner/ operator. It is recognised that many operators may not possess the specialist skills and resources to effect such a recovery, however, all airline operators at Cornwall Airport Newquay are expected to have aircraft recovery plans, and if necessary, appropriate contracts in place to cover the eventuality of an aircraft recovery at Cornwall Airport Newquay. Cornwall Airport Newquay has arrangements with specialist contractors to provide heavy lifting support. REF Emergency orders 1.20 Accident, Incident and Safety Occurrence Reporting Owner Airport Operations Manager It is a legal requirement that all aircraft accidents and incidents are reported to the Civil Aviation Authority (CAA) & the Air Accident Investigation Branch (AAIB). If deemed appropriate by the AOM, MoATS, SAFO or TDM, the Health and Safety Executive (HSE) may also be informed. Furthermore prompt and thorough investigations of accidents and occurrences may result in important lessons being learned, helping to avoid a re-occurrence Facilities and Infrastructure Defect Reporting Owner Buildings and Project Manager As part of Cornwall Airport Newquay s Safety Management System, all users are encouraged to report defects relating to buildings, services and facilities Such reports are processed via the airport Maintenance Log and disseminated to the relevant Airport Engineering department or Sub-contractor for remedial action. Such defects could include, but are not limited to: Damage to buildings or fixed structures Apron Lighting Failures Surface Contamination e.g. Spillages or FOD Damaged or defective surfaces Ref ASI Airport Operations Quality Assurance & Quality Control Programme Owner Airport Operations Manager The Internal audit process forms one of the key components of Cornwall Airport Newquay s Safety Management System (SMS). The AOM is responsible for ensuring Internal Department Audits are completed to the agreed schedule by the appointed persons, however, where specific expertise or independent verification is required then may use the services of relevant industry experts to assist in conducting audits. All audits will be carried out in confidence, the results of Internal Department audits will remain confidential to those departments 127

129 having been audited, the results of the audit including any non-compliance with agreed actions and time scales will be discussed at the audit out brief. All reported non-compliances should be dealt with using the best endeavours of the company having been audited; any delay on agreed actions and time scales could however result in the audit being referred to the Accountable Manager. All non-compliances resulting from Audit Reports will be included in the monthly Safety Performance Report and subsequently discussed at the OSTG Persistent non-compliances by individual Service Partners will be monitored by the AOM and brought to the attention of the Accountable Manager. REF Airport Operations Quality Assurance and Quality Control Programme 1.23 Safety Infringements Owner Airport Operations Manager Cornwall Airport Newquay is primarily responsible for maintaining safety and operational standards within the Airfield Boundary. The formation, implementation and enforcement of safety policy on the aerodrome is vital for efficient operational procedures, to protect equipment and infrastructure and to ensure the highest achievable levels of health and safety for all individuals. There are a number of procedures Cornwall Airport Newquay consider form the very basis of a safe operation such that any infringement is taken seriously and that the event should be recorded on the appropriate report form Ref ASI Aeronautical Weather Information Owner Manager of Air Traffic Service Weather has a profound influence upon the safety and expediency of aircraft and airport operations. In addition to the various statutory requirements, Cornwall Airport Newquay will ensure that accurate and timely weather information is available and promulgated by the most appropriate means to airport users. The airport is principally dependent upon the services of the Meteorological Office for forecast information. However, wherever possible use will be made of onsite data gathering systems and expertise to enhance this information for Newquay-specific application. This will particularly apply to real-time actual weather data. Cornwall Airport Newquay is also committed to providing weather reporting systems to support safe aircraft operations in low visibility conditions, and to provide warning bulletins to airport users in the event of adverse weather conditions. Ref MATS PT II Section 1, Chapter 7 128

130 1.25 Winter Operations Aerodrome Snow Plan Owner Airport Operations Manager The arrangements for dealing with adverse winter weather (snow and ice as opposed to strong winds and thunderstorms) will be published annually in the form of a standalone document Aerodrome Snow Plan. This plan will be published in the autumn of each year and will cover the forthcoming winter period, typically between November and April, although the plan remains valid throughout the year. The purpose of the Winter Operations Plan is to establish a thorough response for maintaining safe aircraft operations during winter conditions of snow and ice. The Plan contains procedures, methods and responsibilities for all parties involved in the response at Cornwall Airport Newquay including aircraft deicing procedures. REF Aerodrome Snow Plan 1.26 Adverse Weather Owner Airport Operations Manager Adverse weather such as strong winds, gales, and thunderstorms can be expected at reasonably frequent intervals. They have the potential to disrupt airport operations and present risks to the safety of aircraft and people working airside. Cornwall Airport Newquay will ensure that a system is in place for the timely receipt of weather warnings, and the subsequent dissemination of these by competent persons who have a procedure to follow, and actions to take. The potential effects of such weather conditions will also be taken into consideration when risks are assessed for developments on the airfield. Ref ASI Aircraft Parking Stands & Allocation Owner Airport Operations Manager Cornwall Airport Newquay retains full authority and control over the allocation of parking stands. A system of stand allocation according to flight and aircraft type will be assigned by the RDS ASI Aviation Fuel Management Owner Airport Operations Manager Responsibility for the management of the aviation fuel installation at Cornwall Airport Newquay including (but not limited to) aviation fuel storage, distribution (both to the installation and from the installation to aircraft), quality and fitness of fuel for use in aircraft and the activity of fuelling to aircraft rests with the airport company. Explosive Atmospheres (ATEX) and Dangerous Substances Explosive Atmosphere Regulations (DSEAR) and guidance material published by the fuel industry Joint Inspection Group (JIG) is also applied. See ASI

131 See also CAL/AOM/F001 Aviation Fuel Management 1.29 Spillages Owner Airport Operations Manager Spillages of fluids and substances on the airport are an ever-present risk and have the potential to be hazardous. Substances regularly handled at the airport are variously flammable, corrosive, explosive, radioactive, or otherwise harmful to health and to the environment. The handling and storage of these substances must be carefully controlled and robust procedures will be in place to handle spillages. The handling of spillages will address the principal concerns of maintain the safety of aircraft operations, health and safety or staff and passengers, and protection of the environment. REF ASI Waste Disposal Owner Building and Projects Manager All companies generate waste. Companies are responsible for identifying the waste generated from all parts of their business and ensuring that it is disposed of correctly. This includes identifying waste that is hazardous, and requires separate disposal. Where possible, waste should be segregated for recycling. REF ASI Aircraft Washing Owner Airport Operations Manager Cornwall Airport Newquay recognises that the washing of airframes is necessary both to ensure the safe condition of the aircraft but also to maintain its appearance. Washing of airframes will be permitted on the airport site, however because of the need to protect the environment from pollutants used in this activity, the locations and the times when washing may take place will be restricted. REF ASI Aircraft Pushback and Towing Owner Airport Operations Manager Aircraft stands at Cornwall Airport Newquay are predominantly of a Taxi-In-Push-Out layout, requiring the aircraft to be pushed out by a tractor or tug on departure. For this to happen safely a set of rules and procedures must be understood by all concerned, and followed correctly. It is the responsibility of Companies which undertake aircraft towing to provide sufficient training to all operatives thereby ensuring that they are competent to operate in the relevant airfield areas. A copy of the latest pushback procedures must be located in the tug cab. It is the responsibility of the tug drivers to ensure that: The tow vehicle, tow bar and associated equipment are serviceable for use and that towing is in accordance with the relevant Agreed Company procedures Whilst towing in confined areas or around aircraft or other obstacles, the tug driver is responsible for wing tip clearance, in accordance with Rule 42 of the Air Navigation Order. When aircraft are to be moved during periods of bad visibility or at night, the aircraft must be adequately illuminated at each extremity, i.e. 130

132 navigation lights on and the tractor must display headlights and an anti-collision beacon ATC permission must be obtained before all aircraft tows. REF ASI Aircraft Turnaround Management Owner Airport Operations Manager Airport activity, and in particular the intense activities surrounding the turnaround servicing of aircraft at apron stands, has the potential to be hazardous. It is during this activity that the majority of accidents and incidents occur, resulting in injuries to personnel or passengers and in damage to aircraft and equipment. Notwithstanding various statutory requirements, the performance of persons and organisations working airside continues to have a profound effect on the level of operational safety at Cornwall Airport Newquay. REF ASI Airside Competency & Training Owner Accountable Manager Aprons and airside areas are hazardous workplaces and, in order to ensure safe working practices, Cornwall Airport Newquay requires that all employers who employ workers airside ensure that their employees receive basic competence training that will provide the knowledge, skills and awareness to identify the hazards and to apply the relevant safety measures that are in place. REF ASI Stand Closures & Restrictions Owner Airport Operations Manager The requirement to close or restrict an Aircraft Parking Stand will arise for a number of reasons, such as: - Major work in progress on or adjacent to a Stand Contamination of the apron surface (e.g. FOD or spillages) The presence of a temporary obstacle (e.g. equipment or vehicle) Routine stand maintenance (e.g. surface painting or degreasing) REF ASI Airside Driving Owner Airport Operations Manager Driving in airside areas presents many specific challenges requiring different knowledge and skills to those required for public roads. Furthermore, poor discipline and lack of competence by airside drivers has one of the greatest potentials for hazard to aircraft operations. Holding a UK driving licence does not in itself make a person competent to be in charge of a vehicle in an airside area. For these reasons Cornwall Airport Newquay will require airside drivers to undergo specific training by a competent provider and to regularly refresh these skills. A permit system, code of conduct, and a disciplinary process will underpin the objective of ensuring safe airside driving. This will apply both to driving generally, and to the specifics of operating individual types of vehicles. As well as meeting statutory 131

133 requirements, procedures for obtaining a permit and operating a vehicle airside will follow the requirements to CAP790. REF ASI Airside Vehicle & Equipment Standards Owner Airport Operations Manager All vehicles and trailed equipment operating airside at Cornwall Airport Newquay must be maintained and inspected in accordance with CAA CAP 642 Airside Safety Management and VOSA Regulations. A maintenance system whilst important will not on its own ensure quality maintenance is obtained. Effective management of the operator s fleet by persons competent to do so will provide the best method of quality control. A robust maintenance and safety inspection regime must be in place to ensure that vehicles/equipment do not endanger drivers, aircraft, persons or property and are fit for their intended purpose. REF ASI Emergency Planning Owner Airport Operations Manager In order to uphold the continual safety and security of its passengers, customers and staff, Cornwall Airport Newquay is committed to ensuring that effective emergency and contingency plans are in place. The Cornwall Airport Newquay Emergency Orders, which are published to a selected distribution list, describe the emergency plans in place at Cornwall Airport Newquay with definitions of the emergency categories plus an indication of the roles and responsibilities of key organisations involved in an emergency response. REF Emergency Orders 1.39 Use of Aerodrome by Higher Code Letter Aircraft OWNER Airport Operations Manager The Aerodrome Reference Classification Code is 4E and maximum taxiway Code D The airport may receive requests to be used by aircraft that are code E such as flight crew training or end of life aircraft these shall be procedurally managed. Code D or E aircraft cannot use the section of the Alpha taxiway west of Bravo. 132

134 2. AIRPORT SAFETY INSTRUCTIONS ASI 1 Aircraft Engine Ground Running ASI 2 Aircraft Compass Calibration ASI 3 Aircraft Maintenance Activity ASI 4 Airside Works (Development & Maintenance) ASI 5 Access to Critical Part (CP) ASI 6 Facilities and Infrastructure Defect Reporting ASI 7 Safety Infringements ASI 8 Aircraft Turnaround Management ASI 9 Airside Competency & Training ASI 10 Airside Driving ASI 11 Airside Vehicle & Equipment Standards ASI 12 FOD, Spillage & Airfield Sweeping ASI 13 Apron Management ASI 14 Aviation Fuel Management ASI 15 Adverse Weather ASI 16 Aircraft Pushback and Towing Procedures ASI 17 Waste Management Strategy and Policy ASI 18 Aircraft Washing ASI 19 Aerodrome Inspection Regime ASI 20 Stand Closure and Restrictions ASI 21 Carbon Reduction Policy Commitment 133

135 2.1 ASI 1 Aircraft Engine Ground Running Engine Runs Engine Runs shall be permitted within the current aerodrome opening hours Engine runs outside these hours are strictly prohibited unless authorised. Any such requests must be channelled through ATCO who will contact the OCSM. Any aircraft which require engine runs on full power shall only do so in an area designated by the duty ATCO. Engine runs on idle power shall be permitted on the Alpha Apron subject to the duty ATCO approval. a) Under no circumstances shall any engine running be carried out inside any hangar. The person responsible for conducting the ground running of an aero engine is to obtain authority from Air Traffic Control for the ground run. b) An aircraft engineer or the aircraft pilot shall always be on board the aircraft monitoring the ATC Tower frequency in case it is necessary to move the aircraft or to stop the engines, and in order to ensure the prompt initiation of emergency procedures if required. c) The aircraft anti-collision light must be switched on before engine running is started and must remain on for the duration of the engine run. d) It shall be the responsibility of the engineer in charge to ensure that the area behind the aircraft is clear of persons, vehicles and equipment and that the, grounds is free from loose surface materials. e) Engine Runs in other operating areas are permitted with the permission of the AOM who will liaise with ATC and ARFFS on the requirements prior to approving. Out of Hours Engine Run Policy The RDS must inform duty ARFFS supervisor so appropriate Fire Cover for the requested time period can be arranged Out of Hours Engine Runs will not be permitted should no fire cover be available Minimum ARFFS manpower levels are to be appropriate to the aircraft type. Duty ATCO need not remain on station but must set AGL taxiway and runway lighting to minimum settings upon ATC watch closure Airside Services need not remain on station but must leave Apron Lighting switched on. The duty engineer is to contact Security to turn off upon completion. Mobile tower lighting may be used. Out of Hours Engine Runs are restricted to a maximum of fifteen minutes per hour to a maximum of four hours past published aerodrome closing times. The designated area for out of hours engine runs to take place is Hold Point Charlie Two facing north. Every effort must be made to minimize the noise during the 134

136 engine run and only during strong wind conditions will consideration be given to an alternative location. All engine run timings must be recorded by the ARFFS duty supervisor and passed to RDS. Based on the recorded timings and for billing purposes only, the RDS will details to the finance department. In the event of external emergency services required, ARFFS will notify airport security who will initiate a call to

137 2.2 ASI 2 Aircraft Compass Calibration Compass Swing Provision A Compass Swing Base (CSB) is provided on the airfield for use by based aircraft and visiting aircraft which require compass re-calibration prior to flying again. The CSB is located north of taxiway Charlie Facilities The CSB is certified to Class 1 standards. QinetiQ plc, who is approved by the Government, carries calibration and re-certification out bi-annually. A calibration certificate is held by the Airport Operations Manager A circle painted on the ground in White marks out the CSB. The cardinal points N, E, S, & W are indicated on this line at their respective magnetic alignments relative to the radius of the circle. The facility is accessed by a code B taxiway. It should be noted that the CSB is located away from the terminal areas and consequently there is limited ambient light during hours of darkness. Furthermore, parts of the circle are located in grassed taxiway strips which may provide uneven footing. These factors should be borne in mind with regard to the health & safety of personnel involved with compass swinging. Procedure for Use Engineers wishing to use the CSB must contact the Terminal Duty Manager as far as possible in advance, requesting use of the CSB and stating the following particulars: Aircraft type Registration Preferred start time Duration of swing Whether the aircraft will be manoeuvred by tug or under its own power Upon receiving a request for use of the CSB, the TDM will consider the operational impacts and consult with the ATC Watch Manager. 136

138 2.3 ASI 3 Aircraft Maintenance Activity Aircraft Maintenance on Aprons To meet the increasing demands of air transport requirements and to achieve optimum usage of aircraft stands, especially those nearest to the Terminal, priority for stand usage is given to arriving/departing aircraft. When aircraft maintenance is undertaken on an apron stand, which may inhibit the ability to remove that aircraft from the stand, the flexibility for allocating that particular stand to an arriving/departing aircraft is lost. Procedures Only maintenance of a minor nature is permitted on the apron. For the purposes of this instruction minor means routine turn round work such as oil top up. When maintenance work is carried out, aircraft engineers are responsible for ensuring that: Aircraft are not disabled such as they may not be removed from the stand in reasonable time. If this is not feasible due to the nature or particular technical defect, RDS must be informed immediately. Spillages of fuel, oil and other fluids do not occur and that if they do occur, the actions detailed in ASI 12 are followed precisely and without delay FOD, in the form of tools, aircraft parts etc. are not left around the apron area Aircraft jacks are not used without spreader plates. Appropriate procedures are in place for occupant evacuation of aircraft which have personnel on board Aircraft Storage All operators requiring long-term storage of aircraft must obtain approval from the Airport Operations Manager. In the event that approval is issued, all such stored aircraft must meet the following requirements; Securely locked Chocked at the nose wheel and main undercarriage All covers must be adequately secured 137

139 2.4 ASI 4 Airside Works (Development & Maintenance) Policy The Airport Operations Manager shall be responsible for ensuring that major projects are planned for completion such that details and dates for new or extended facilities can be published in accordance with the AIRAC system. The airport shall follow CAA guidance as published in CAP791 Procedures for Changes to Aerodrome Infrastructure Notification ATC shall be responsible for NOTAM Action and operational consequences of all work that affects the facilities of the Aerodrome. Once tenders have been received and contractor chosen, a detailed briefing on Airport Safety Procedures is given by the designated manager as chosen by the AOM and a works programme agreed. The contractor will be instructed to provide the necessary third party insurance liability cover. This is normally not less than 10 million to confirm or 40 million for airside work but will be confirmed prior to any works commencing. A works programme will largely be dictated by operational procedures and due allowance must be made in the timescale for the issue of any notices, staff instructions, NOTAMs etc. The pre-contract procedures are disseminated through the Airport Management Team. Prior to the commencement of any works, all based operators, tenants and other organisations will be appraised of the nature of the work, the areas affected, timescale for staged completion and any temporary or permanent restrictions which the work may create. This is in addition to any statutory notices which have to be served as a condition of the planning approval. Planning Development and Works Services All development work associated with NQY is the responsibility of the Board of Directors. Major projects are identified in a capital programme, prepared in consultation with the CAA. The Managing Director is responsible to the Board for the implementation of all planning and development decisions and compliance with national and local regulations. Major Projects When the Board has approved a major project, the Managing Director and AOM will then discuss the project with the appropriate Department of the CAA to ensure the operational implications of the scheme can be fully assessed. The initial works/project assessment will include evidence of a safeguarding review Once the project plan has been agreed with CAA, the AOM will appoint a Project Manager and a team to be responsible for overseeing the development and ensuring, where appropriate, that the normal local planning and building control regulatory process is followed, including CDM Regulations. Major work on runways and taxiways will normally involve closure or be conducted at night where works will be managed around the requirements of the Search & Rescue 138

140 Unit. On certain occasions it may be necessary to work in between aircraft movements. In this event, all such work must be suspended; vehicles, plant and equipment, etc. moved clear of the relevant area and an inspection carried out before movements take place. Local operators and based airlines will be consulted regarding any work affecting declared distances, strip dimensions etc. ATC will keep the MoATS informed of all such work and any resultant operational problems. The ATCO in-charge is responsible for ensuring that all Work in Progress (WIP) is adequately marked with bad ground markers (and red dim lighting overnight) and that pilots are informed of essential aerodrome information. ATIS information will also be added. ATC are responsible to ensure vehicles and personnel involved in works airside do not enter the ILS critical areas, RESAs, or the appropriate runway strip when aircraft operations are in progress. Any contract work intended in the airside environment either on behalf of the Airport Company or other based organisation must be co-ordinated via the Airport Operations Manager. The issue of Work Permits and safety guidelines is a requirement. All on aerodrome projects shall be approved by the OSTG. Major Project Identified Project Co-ordinated Team formed Appoint Project Manager Coordinate Activities Await compliance Liaison with CAA Arrange Meetings Agree NOTAM action with ATC Conduct with Industry Partners 139

141 Airside Safety The Airport Operations Manager shall be ultimately responsible for the airside safety issues resulting from development projects and works services. In addressing that responsibility, the Airport Operations Manager is to ensure strict compliance with the Airport Safety Management System. The Airport Operations Manager is to ensure: Safety policies and procedures of all contractors, including their Health & Safety Plan involved in the project are assessed in order to determine that they are compatible with airport operations at NQY. All relevant contract documents identify the safety reporting procedures. A detailed programme of work that includes any restrictions on access, working areas or times of working is specified in the relevant contract document. A Temporary Operating Instruction is issued to all interested parties giving full details of the project prior to the commencement of work. All contractors are issued with a copy of the Visitor Health and Safety Policy. All Contractors are thoroughly briefed on safety issues in accordance with guidance given in CAP 642, Chapter 3, Section 14. All work is completed according to Contract specification and is compliant with Commission Regulation (EU) No 139/2014 and CAP791 Prior to commencement of work, all based operators and tenants will be given a written brief on the nature of the work, the areas affected, the means of access to the site, the timescale for completion, and any restrictions that the work will create. All based operators and tenants are regularly briefed on the progress of the project and any changes that might affect their operation. The Managing Director is kept fully informed of the progress of the project and of any changes to timescales. Inspection Procedures In addition to quality, quantity, specification compliance checks and measurements the Project Manager will carry out regular inspections of the works to ensure that the agreed safety and security procedures are being observed. Regular updates of progress will be given to airport staff and NQY based organisations. Air Traffic and nominated operations staff will additionally undertake inspections of work within operation manoeuvring areas to ensure that aircraft using the airfield remain safe at all times. 140

142 Completion and Promulgation of New Facilities On completion of the project, the Airport Operations Manager is to take the following action: Ensure that the Contractors and Suppliers provide a complete set of as-built drawings, and where appropriate, a comprehensive set of equipment operating manuals and technical reports. The completed work is inspected in the Company of the Contractors Representative and a representative nominated by the Airport Operations Manager to determine that work has been satisfactorily completed and that the work areas are in a condition suitable to be returned to operational use. The MoATS is responsible for the promulgation of new facilities in the UK AIP. Appropriate notification to the CAA Aerodrome Works Permit An Aerodrome Works Permit is not required in the following circumstances. This activity will however be risk assessed. Routine AGL maintenance involving replacement of lamp fittings provided that pit covers can be replaced and the work area made safe and vacated within a period of time determined by the ATS Watch Supervisor (however ATC daily briefs will need to be undertaken). Maintenance of navigational aids. Grass cutting Routine activities by ATC and Operations staff Except for the provisions above, a Works Permit is raised to safeguard aerodrome operations. ATC is to ensure that ATS procedures for the control of works services on the Movements Area are contained in MATS Pt II. The ATS Watch Supervisor is to ensure that a record is kept of all work on the Movement Area in accordance with the requirement of MATS Pt I (ATC Watch Log). The ATCO in-charge is responsible for ensuring that all Work in Progress (WIP) is adequately marked with bad ground markers (and red dim lighting overnight) and that pilots are informed of essential aerodrome information. 141

143 Minor Works Minor works airside will be planned in advance and managed through the airports work permit scheme. The general procedures for operating airside will be arranged and co-ordinated by the AOM in conjunction with the airport management team. The AOM shall be responsible for the management and co-ordination of all minor works services on the Aerodrome Movement Area. The AOM is to put in place an annual programme of preventative pavement maintenance and ground maintenance designed to secure the operational readiness of all Aerodrome Movement Area facilities. The AOM is to inform ATC whenever minor works services are required and agree a programme of work.. Where works services are needed on or adjacent to the runway or part of a taxiway that cannot be closed off, work may take place between aircraft movements provided that all work is suspended and vehicles, plant, equipment and workmen are withdrawn and the area made safe for aircraft operations prior to the next aircraft movement. The restrictions in relation to permitted working areas must be observed. Where work services take place in the circumstances describe above, the ATCO in charge or AOM is to ensure that the area concerned is cleared and inspected in a timely manner and is safe for the operation of aircraft. Notification and Control Temporary Obstacles within the Runway Strip (Trenching or Minor earthworks). Temporary work may be undertaken within the Cleared and Graded Area, provided the following conditions are strictly applied. Trenching or minor excavation working is not permitted whilst aircraft movements are taking place; The open excavation area does not exceed 10 square metres or, for narrow trenches, 30 square metres; Any open areas left unattended are clearly identified with bad ground markers; Plant and equipment must be clearly identified with hazard warning signs and markings. Prior to any such works being undertaken, ATC will initiate a NOTAM, informing aircraft operators of the forthcoming WIP activity and the NOTAM details shall be continually updated throughout the duration of the works. All such activities will be the subject of a works permit and the ATC will ensure that the Contractor has been approved to work airside. Suitable access/escort arrangements must be in place, including a safe and secure means of direct contact with ATC. At all times during aircraft movement activity, the Contractor s staff, plant and equipment must remain clear of the runway strip and below the appropriate Obstacle Limitation Surfaces. 142

144 Control of Access to the Aerodrome Whenever contract works are being undertaken on the Aerodrome and the work site or access route is not fenced off from the Movement Area, contractor s vehicles shall be escorted to and from the site under arrangements to be made by the Airport Operations Manager. The AOM is responsible for notifying ATC and any other departments involved, concerning all works airside. Prior to the commencement of any such work, a responsible representative of the work force will receive a final briefing from the designated person Work in Progress that restricts the use of the aerodrome or its facilities will be promulgated by NOTAM. Access to the Aerodrome Whenever contract works are being undertaken on the Aerodrome, strict control of access will apply as issued under the Work Permit Scheme. This is normally achieved by restricting access to one single entry/exit point under normal circumstances this will be CP1. This point is manned at all times and therefore, enables persons and vehicles entering the airfield to be checked for safety and security purposes. Only authorised entry will be permitted. All contractors movements to areas of work will be subject to escort and under ATC supervision. Unrestricted airside movement will only be permitted outside of the Airports normal hours of operation; provided that the contractors have been apprised of their approved procedures and movement can be managed around the requirements of the Search & Rescue Unit. The AOM shall liaise with the Department for Transport on any works relating to the re-alignment of the aerodrome perimeter fence. Works Services All contractors providing works services on the airfield must be able to satisfy the Airport Company that they: Are competent to undertake the work Have the necessary technical approvals Are on an approved list Have a robust Health and Safety Policy Fully understand the Airports safety procedures Have the necessary level of insurance cover Can meet the timescale and comply with any restrictions imposed Provide risk assessments and method statements. The contractor will be required to demonstrate that its staff have the required level of trade and craft competencies to achieve works completion and that he will take all measures necessary to clearly mark, identify and protect the works in progress to the 143

145 satisfaction of the AOM. This would generally be covered by Contractor s on an approved contractor list Security In addition to the above operational requirements, all contractors will comply with any security arrangements, which will be determined by the AOM to ensure the critical part requirements as described in the various directions issued by the Department for Transport (DfT) Additionally, the contractor will ensure that his staffs are acquainted with any security procedures which apply to his area of working. The contract works will be subject to regular inspection by the Airport Security staff to ensure that all regulations are being observed. Pre-contract matters involving security will be addressed by AOM. The Contractor will also have to acquaint himself with and comply with Airport Bylaws. Special Conditions of Contract Construction works which take place on airfields require the Contractor to comply with special conditions so as to protect the operations of the aerodrome. These special conditions include but not restricted too Access, Site Possession and Working Arrangements Compound Area Hot Works Permit Aerodrome Safeguarding Restrictions Special Security Requirements Confined Space Lone Working The Construction (Design and Management) Regulations 2015 Cornwall Airport Ltd [CAL] recognises its duties as client under the Construction, Design and Management Regulations 2015 [CDM 2015], for any construction works undertaken on its behalf. CAL or the Airport Operations Manager [AOM] acting on its behalf, will ensure that suitable arrangements for managing the project, including the allocation of sufficient time and other resources will be made so that the construction work can be carried out, so far as is reasonably practicable, without risks to the health or safety of any person affected by the project. CAL will ensure that suitable welfare facilities are provided at the start of the construction phase and remain in place for the duration of the project, and will ensure that these arrangements are maintained and reviewed throughout the project. CAL will provide pre-construction information as soon as is practicable to every designer and contractor appointed, or being considered for appointment, to the 144

146 project. This will be prepared at the earliest opportunity before the appointment of other duty holders. This information will be in the form of: a) current as built information (if available); b) known ground conditions, services, etc. c) contractor and site management and local rules; such as i. FOD control; ii. driving permits; iii. security procedures; iv. reporting procedures; v. emergency procedures on airfield; vi. accident reporting; vii. permits to work, including operating procedures managed through air traffic control; viii. asbestos survey is available or carried out; d) expected minimum standards for health and safety during the construction phase. CAL will ensure that, before the construction phase begins, a construction phase plan is drawn up by the contractor if there is only one contractor. CAL shall require the contractor to develop the safety file and hand the safety file over to the AOM on completion and handover of the project. CAL shall ensure that there is adequate cooperation and coordination with all duty holders throughout the duration of the project. Where there is more than one contractor for the project, CAL will appoint a principal designer and principal contractor in writing, at the earliest opportunity, following suitable procurement and due diligence checks on competence, ability and health and safety background for all potential duty holders. CAL will ensure that all duty holders cooperate and coordinate all relevant information so as to protect the health and safety of all contractors, those affected by the works. CAL shall ensure that sufficient time and resources are available and that the principal contractor is appointed early enough in the pre-construction phase to help CAL meet its duty to ensure a construction phase plan is drawn up before the construction phase starts. CAL shall maintain and review their arrangements to ensure they remain relevant throughout the life of the project by: a) establishing key milestones so they can assess the progress of the project and determine whether health and safety standards are being met; b) where necessary, seeking advice; c) ensuring arrangements for handing over the facility to a new user are sufficient to protect anyone (including members of the public) who may be affected by risks arising from any ongoing construction work, e.g. snagging work. The principal designer shall prepare a health and safety file for the project, which will be revised from time to time as appropriate to incorporate any relevant new information; and will be kept available for inspection by any person who may need it to comply with the relevant legal requirements and hand the safety file over to the AOM on completion and handover of the project. 145

147 The principal contractor will produce the construction plan which will be revised from time to time as appropriate, manage associated risks and report any shortfalls with design or dangerous occurrences throughout the duration of the project. A project is notifiable if the construction work on a construction site is scheduled to: a) last longer than 30 working days and have more than 20 workers working simultaneously at any point in the project; or b) exceed 500 person days. Where a project is notifiable, CAL must give notice in writing to the Health and Safety Executive as soon as is practicable before the construction phase begins. If CAL needs help in making these arrangements, the principal designer should be in a position to help with this. CAL may also draw on the advice of a competent person if they are required to appoint such a person under the Management of Health and Safety at Work Regulations 1999, and may employ independent health and safety advice in the form of site safety inspections throughout the duration of the construction phase. If CAL neglects to appoint a principal designer or principal contractor, CAL shall be responsible for the duties owed by these appointments. If CAL disposes of its interest in the structure, CAL shall provide the health and safety file to the person who acquires CAL s interest in the structure and ensuring that that person is aware of the nature and purpose of the file. The AOM will ensure that all contractors operating on the aerodrome at NQY comply with the requirements of CDM regulations or their equivalent. Airside Safety Policy It is Airport company policy that CAP 642 shall provide the guiding principles for all aspects of airside safety management. Overall responsibility for airside safety is delegated to the AOM except where specific responsibility is allocated in the Manual to other persons. The Airside Safety and Security Committee Meeting will form a pivotal role in promoting and ensuring safety is afforded the highest priority The Operations Safety Technical Group (OSTG) will be the medium to discuss any major works and changes to agreed airport policies. 146

148 Work Permit Application Form WORK PERMIT APPLICATION FORM Please complete and return to; Richard Thomasson AOM T M E rthomasson@cornwallairportnewquay.com Cornwall Airport Newquay, St Mawgan, Newquay, Cornwall, TR8 4RQ 147

149 Health and Safety Rules for Contractors Prior to work commencing Contractors must report to designated site contact person. Prior notice must be given for work affecting electrical or mechanical equipment. At least 48 hours must be given for permit to work situations. Details of hazardous equipment and substances intended to be brought onto site must be given to site contact person. Safety data sheets must be provided for all hazardous substances to be used on site. Area of work, access, storage arrangements shall be agreed with the site contact person. Contractors should make sure they are familiar with the emergency procedures on site. Details of the contractors contact person should be confirmed. Work Practices Contractors must have carried out a risk assessment of the health and safety risks associated with their work activities. Contractors must comply with industry standards and codes of practice in addition to legal requirements. The site should be left in a tidy and safe condition at the end of each working day Emergency Procedures Contractors are responsible for ensuring that persons in their charge are accounted for should evacuation of the premises be necessary in an emergency. Contractors should follow the safety instructions of the staff and should note their external emergency evacuation point for the area in which they are working. Fire Safety Contractors should familiarise themselves with the site fire evacuation procedures. Extinguishers are not to be obstructed or removed; Fire exits and fire escape routes shall be kept clear and available for use at all times. Fire doors shall be kept shut and not wedged open. Hot work or naked flames shall not be used without a permit to work. First Aid Contractors must report all accidents to the site contact. Contractors are responsible for reporting serious injuries and occurrences involving their employees, in accordance with the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations (RIDDOR). Contractors should also inform the issuing person of the permit of any accidents occurring on the premises. 148

150 Permission to Conduct Works The Airport Operations Manager (AOM) is responsible for issuing Permits to Work. The AOM must identify the precise areas in which the contractor is permitted to work, the times that work may be carried out, the type of work covered, what equipment is to be brought onto site to perform the contract and what special precautions, if any, apply. Each permission should include a date of expiry Permits may also be issued by; Senior Airfield Engineer Buildings and Projects Manager A copy of each of the completed permissions should be kept with the appropriate contractor's details on the main airport G drive and details added to the Aerodrome and Airspace Calendar The AOM should be alert to the activities of contractors and should carry out occasional checks to ensure that the conditions and restrictions which apply to their permission are being correctly applied by the contractor. If the AOM becomes aware that the system is being incorrectly operated or otherwise abused he should, withdraw from that contractor the permission and review whether or not the contractor will remain on the list of Approved Contractors. Permits to Work Permits to work must be issued for the all activity on Airfield (WIP), Terminal Works and any other area within the aerodrome boundary. Airside Driving (Personnel and Vehicle) & Airside Liability Insurance A nominated person must remain in contact with ATC during WIP as detailed within the conditions of the permit issued. All airside drivers must be qualified to do so having satisfactorily passed the Airside Driving Permit Course (ADP) to ensure compliance. A vehicle escort service is available for those people not in possession of an ADP. Escorting fees may apply. All vehicles operating airside must possess an Airside Vehicle Permit (AVP) & your Company must include copies of appropriate insurance details including public, airside and employee liability documentation. Temporary Airside Vehicle Permits (TAVP) may be issued and the vehicle must be escorted by a suitably qualified driver and vehicle. Additional costs for escorting duties may apply and must be agreed prior to the issue of a Work Permit This application form should be read in conjunction with the following Cornwall Airport Newquay Documents Health and Safety Manual Manual Of Air Traffic Services Part II 149

151 Permit to Work Application Form Contractors Name: Proposed Areas of Work: Proposed Date/Hours of Work: Equipment to be used: Special precautions to be taken: Permission requested by: Contact Telephone Number Method Statement and Risk Assessment attached Yes / No This form must be fully completed / deleted as appropriate. Details Of Work (Area or Equipment to which Permit Applies) (Work to be done) Identification of specific risks and control measures Risks Identified Control Measures Required 150

152 Acceptance This Permission is issued on the following conditions: The contractor has been appointed in accordance with the Company s policy on Control of Contractors. The contractor complies with the restrictions and conditions detailed above in this Permission. The contractor complies fully with the requirements of the documents Health and Safety Information for Contractors and Health and Safety Rules for Contractors. The contractor ensures that he or his employees as appropriate are provided with means of communication in the event of an emergency whilst on this site. Contractors will be monitored to ensure this Permission is not abused. Any contractors found abusing this Permission will be removed from the list of Approved Contractors I have read, understood and accept the conditions of this Permit. Signed: Clearance and cancellation after work Dated: Clearance The permitted work is / is not complete. Signed Time Date Cancellation This Permit is cancelled. I have notified the supervisor specified that the work is / is not complete and the area / equipment is / is not safe to use. Signed Time Date PERMIT NUMBER AOM/NQY/WORK PERMIT/ CAL USE ONLY INTERNAL APPROVAL FROM ATC INTERNAL NOTIFICATION FOR MS-RA INTERNAL DISTRIBUTION ATC TDM RDS/PSS ATE AGL ARFFS BUILDINGS AND PROJECTS MANAGER ADDED AERODROME/AIRSPACE CALENDER OTHER (PLEASE SPECIFY) 151

153 2.5 ASI 5 Access to Critical Part (CP) Control of Access Only those vehicles, personnel and equipment essential to the operation, maintenance or development of the aerodrome are permitted to enter the Aerodrome Movement Area. The following rules must be complied with: The driver must be in possession of an Airport Security pass appropriate to the area to be accessed. The driver must be in possession of a valid Airside Driving Permit appropriate to the airside area to be accessed. The vehicle must have displayed the appropriate Airside Vehicle Permit. Drivers with vehicles not meeting the full requirement above must be escorted by a compliant driver and vehicle. Use of Escorts Drivers without an ADP shall be escorted at all times. UNESCORTED MOVEMENTS ARE NOT PERMITTED. Crash/Access Gate On limited occasions it may be more convenient to allow contractors or other parties to gain access via one of the crash or access gates. This may be permitted via the approval of the AOM and Terminal Duty Manager Parking of vehicles shall be prohibited in front of all routine access and Emergency Access Gates. In these circumstances, it is of paramount importance that the necessary comprehensive airside briefing has been given to such persons. Emergency Access Gate keys must therefore not be given to any non-airport Company personnel unless approved by the AOM and Terminal Duty Manager who has made the necessary arrangements. Airside Vehicle Policy Access to the aerodrome is the responsibility of the AOM delegated to the Terminal Duty Manager. The control of authorised access is integral to the safety of personnel and the safety of aircraft operations. Primary Access This will be through Check Point One CP1 and Check point Two CP2. Information on airside access and security procedures is contained within the Airport Security Programme. Access via other access areas must only be with the express permission of the Terminal Duty Manager. 152

154 Security All staff are to adopt a responsible attitude towards security procedures and remain vigilant at all times. Where necessary, specific operational instructions will be issued relating to security matters. Guidance relating to airport security issues is available from the Terminal Duty Manager or Passenger Service & Security Supervisors. Passes will be issued to the based operators and crews who require frequent access to the critical part in order to undertake their legitimate business. Charges may be levied for pass issue. Passes must be visible and worn whenever operating airside. All staff entering the critical part CP must do so by using a recognised access point and undergo the appropriate screening. 153

155 2.6 ASI 6 - Airside Facilities and Infrastructure Defect Reporting Maintenance Log procedure The Maintenance log exists to assist users and Cormac through the process of fault reporting and rectification. The maintenance log can be found on the network drive at the following address; \\cc\root\pte\nqy\groups\maintenance\ New Maintenance Log When reporting a fault you must complete columns A B D E F G H Log No Date Location Description of Fault Reported By Contact No Critical to Ops (Yes/No) The fault report will be acknowledged by Cormac, in the third column and those faults reported as critical will be highlighted in RED to make it obvious to Cormac that a prompt response is required (as long as the appropriate Yes is entered). However, this must be backed up by a telephone call to Cormac as directed on the log sheet especially at weekends and out of hours. Once a completion date for rectifying the fault has been entered the whole entry grey s-out automatically. The pull-down list for Location has been removed as you need to enter as much information as possible relevant to the location and the nature of the fault. Please add your full name and contact number in the appropriate columns. Please do not add fault entries for information pertinent to another log entry. If you need to add information please use the comments column. If you go back to an entry and change the fault content, please call Cormac to let them know you have done so. 154

156 2.7 ASI 7 Safety Infringements Employee Breach of Airside Safety Policy Regulation Monitoring of Standards will be carried out to monitor airside activity and identify hazards or breaches of regulations. Each staff member working airside has a duty of care to report any non-compliances and potential safety/security hazards without delay. The Scheme Active monitoring of airside activity is key to the success of the scheme. The elements of which are outlined below. Warnings In most cases, a first warning that an unsafe practice has been recorded will suffice. A record shall be made but no follow up action against an individual will be taken. If a subsequent failure of the same practice involving the same individual is reported then follow up action may take place in line with the airports disciplinary and capability procedure. This process may include re-training. All non-compliances recorded against staff members will be recorded by their line manager. Monitoring of Standards For clear breaches in procedures a report of the incident shall be made. Should the breach be of a serious nature, disciplinary action may follow and the staff member suspended until a full investigation can take place by the AOM and/or investigating officer. All reports shall be passed to the AOM. A copy of the report shall be passed to the offending person, and to the individual s employer. The individual s employer is obliged to respond in writing to the Airport Operations Manager within 14 days from the date of issue advising of remedial action taken to prevent recurrence. Equipment which is deemed to be unsafe for the task for which it is being used shall have the same parameters attached. Suspension of ID/Permit If a clear and serious breach or persistent floundering of regulation/procedure has occurred, the Airport Company retains the right to remove the ID or permit from any individual operating airside. In such cases, the individual s employer shall be informed immediately. 155

157 The immediate removal or suspension of ID/permits shall only be done by the following Airport Management: Records MD AOM MoATS Terminal Duty Manager Senior Airport Fire Officer Airside Trainer and Compliance Controller Senior Airfield Engineer Buildings and Projects Manager All records shall be kept on file for a period of twelve months and may be used for audit purposes and identifying operational deficiencies. The issue of tickets may be used in any formal or statutory investigation that may be required to take place. Company Responsibilities IT IS THE RESPONSIBILITY OF ALL COMPANIES TO MAKE ALL STAFF AWARE OF THIS PROCEDURE. 156

158 2.8 ASI 8 Aircraft Turnaround Management Handling Equipment Staff shall always ensure that the equipment to be used for the handling of each flight is correct for that type of aircraft and task. Staff shall observe the 2 metre rule that ensures all non-essential ground equipment and vehicles are kept a minimum of 2 metres away from the aircraft to reduce the risk of aircraft damage. Prior to using an item of equipment, the user shall check that there are no obvious defects. It is particularly important to check that the brakes are in working order. Checks must be made of: - Vehicle pack, fire extinguisher and first aid box Daily and Weekly checks Obstruction light / all vehicle lights. Fuel make sure there is sufficient in the tank. Any leaks [petrol, diesel, hydraulic fluid, oil, water]. Any defects shall be reported immediately by using the Vehicle Defect Reporting Process A review of all reported defects will be undertaken periodically as part of the Airport Operations Quality Assurance and Quality Control Programme. Ground equipment must always be manoeuvred with care, especially when near an aircraft. In particular, when manoeuvring in the vicinity of aircraft, there must always be someone outside the vehicle to guide the vehicle. A vehicle guidance person shall be used when the driver perceives there to be a risk of collision. Unless there is an operational requirement, equipment must not be driven under any part of an aircraft. When operating a forklift in a restricted area, there must always be someone available to assist the driver with positioning. Equipment must not be positioned too close to an aircraft during loading/unloading, as the aircraft may rise/settle during the operation. Ensure that the brakes (or chocks) are on and stabilisers are down when equipment is parked or unattended. No vehicle should be left unattended with the engine running. Ensure that the brakes are off and stabilisers are raised before towing or moving an aircraft. Equipment and vehicles, which are not in use, shall be parked in the designated equipment parking areas. No equipment is to be parked in potential engine blast areas. GPUs shall be shut down and parked in the equipment parking area when not in use. All accidents, incidents (including near misses) shall be reported immediately to the line manager supervisor who will advise the AOM or on call senior manager. 157

159 Arrival Procedures There is a particular risk of jet blast and prop wash causing damage or injury when an arriving aircraft is taxiing on to stand. The risk is further increased if for any reason the aircraft stops, and then applies additional thrust required to break away and continue the manoeuvre to the aircraft s desired position. Aircraft captains shall endeavour to keep engines running in order to limit the need for additional thrust. Aircraft anti-collision light(s) shall remain on until the engines have stopped. By switching the light(s) off the Captain is declaring the aircraft to be safe for service operations to begin. No personnel shall approach the aircraft until the anti-collision light(s) have been switched off. Auxiliary Power Units (APU) Aircraft APU generate high levels of noise and significant fumes. The noise of an APU can mask the sound of approaching vehicles. The use of APUs shall be minimised at all times, in particular during operations at night. Maximum operating time for an APU should be 30 minutes Extended operating times are permitted when there is a genuine operational requirement APU Failures A problem/failure of the APU should be communicated to Air Traffic Control as soon as possible. If the aircraft is required to depart with the APU problem unresolved, the aircraft will be allowed to start its engines on stand with the assistance of an air start unit and either be pushed back or the aircraft move off under its own power. Equally, if an aircraft develops a problem/failure with its APU on stand, then the same parameters will apply. Ground Power Units (GPUs) Constant running of GPUs can cause high levels of noise on the apron; they are an additional obstruction to free movement around a parked aircraft and, if poorly maintained, may deposit oil spillage on the stand. GPU operations must be carried out by a minimum of two trained operatives at all times Operatives must carry out a walk around of the tug and GPU to ensure all hoses are disconnected prior to driving away from the aircraft. 158

160 Passenger & Crew Steps including AVI Ramps It is important to ensure that aircraft steps are safe for use. Checks shall be made to ensure that the treads and handrails are safe, secure and free from oil and grease. The Airside Services Staff shall ensure that in periods of freezing conditions aircraft steps are kept clean of any snow, ice or frost. Any sign of ice or frost shall be de-iced with appropriate fluids/granules. Check that the braking system is in working order. Brakes shall be applied when the steps are stationary. When chocks are used, ensure that these are positioned to the main wheels. Stabilisers and locks must be engaged when steps are positioned for use. All steps shall be kept off stand until the aircraft s anti-collision light(s) has been switched off and marshaller has given the all clear. Check that brakes are released and stabilisers are raised before the steps are moved. When aircraft steps are positioned to an aircraft, they must be placed squarely and safety stabilisers fully deployed before use. To avoid aircraft damage, a small gap (less than 3 inches) must be left between the aircraft and steps and guard rails not pre-positioned. Operatives must ensure they are familiar with the aircraft by referring to the airline ground handling manual to ensure the aircraft steps are suitable for the aircraft type. Once the aircraft steps are positioned and stabilisers secure, operatives shall make their way to the top landing and will pre-position one guard rail as per the airline ground handling manual requires. The operative shall then knock twice on the passenger door and step back whist the door is opened by a member of the cabin crew. Once the door is fully open, the second guard rail must be slid forward and locked to close the gap between steps and aircraft before being used by passengers. Steps should never be positioned or moved under any part of an aircraft. Passenger steps shall not be removed unless the aircraft captain has approved their withdrawal. Aircraft Hold Doors When opening/closing aircraft doors, always carry out the correct procedure for the type of aircraft. This will normally require the door to be correctly seated before being locked. Open hold doors with caution, carefully locking them in the open position. Do NOT throw them open. Damage to locking mechanisms can cause catastrophic damage to the airframe in flight. All staff should consult with the aircraft operating manual should any doubt exist with this procedure. Passenger Handling The movement of passengers walking on the apron must be strictly controlled and safeguarded. Passengers are particularly vulnerable and generally unaware of the dangers around them. 159

161 It is the responsibility of ground handling staff to guide and control the safe movement of passengers on the apron. This responsibility extends from the time passengers leave the terminal building and entering the airside area to when passengers enter the aircraft, and vice-versa, from leaving the aircraft to entering the arrivals facility. There must be no less than two escorts provided on all occasions during embarkation and disembarkation of aircraft. Any group of passengers transferring from the gate to the aircraft, and vice-versa must be led by one escort with a second escort following at the tail of the group. On the occasions when aircraft are required to park on STAND 23. Three escorts shall be provided to facilitate the safe embarkation or disembarkation (past the equipment parking area) of passengers. To prevent access onto the apron by any unsupervised passenger(s), it is essential that the escort at the tail of any group secures the access door between the gate and the apron prior to leaving this location. Passengers must not be allowed to roam free with the possibility of facing hazardous situations. Passenger routes should not pass below aircraft wings, beneath fuel vents or close to propellers or rotors of the aircraft they are boarding/disembarking or those of aircraft on adjacent stands. There is a particular risk of jet blast and prop wash causing damage or injury when an aircraft is taxiing off stand. Where steps are being used for front and rear passenger use, the RDS should make provision for wing watching to ensure passenger routes do not pass under the aircraft wing or alternatively make provision for passenger integration guidance systems (PIGS) to restrict this movement. The passenger agent escorting passengers is responsible for the enforcement of a total ban on smoking in the airside area. The passenger agent escorting passengers is responsible for the enforcement of a total ban on the use of mobile phones in the airside area. The passenger agent escorting passengers is responsible for the enforcement of a total ban on the use of digital cameras whilst aircraft are being refuelled. When handling passengers with reduced mobility, close coordination and clear communication between crew, RDS and passenger agents staff is essential. Passenger agent staff must take care when using wheelchairs Only trained personnel may use specialist PRM mobility aids such as the AVI ramp and Stair climber. In addition, all employees working airside shall be responsible for passengers on the apron, and shall ensure that passengers do not: Proceed onto the apron from an aircraft or gate door when an aircraft is arriving on the adjacent stand to the port side of the aircraft. Only when that arriving aircraft has come to a complete stop, engines are shut down and the anticollision lights switched off shall the movement of passengers proceed. Wander from the established route between the gate and the aircraft or viceversa 160

162 Any person arriving at the gate and wishing to board an aircraft after the escorts have vacated this position must not be allowed access to the apron until such time as an escort is available. Passenger Escorting Training Staff who have specific responsibility for escorting passengers on the apron shall be provided with training to ensure that: Should staff working airside observe any failure to comply with the requirements listed, the circumstances should be reported to their team supervisor or line manager. They are familiar with the requirements of this procedure and other Airside Safety Procedure relevant to their role and responsibilities. It is the responsibility of the Airport Company responsible for passenger escort to ensure that staff comply with the requirements contained in these procedures. The Airport Company shall monitor the escorting of passengers to ensure compliance. A record indicating the names of persons trained, the date of provision of training and the content of training provided must be maintained by NQY Airport. Airline Responsibilities Upon arrival, passengers shall not be permitted to disembark from an aircraft until passenger escorts are available to ensure that passengers are safely escorted from the base of the aircraft steps to the arrivals hall. Airlines must ensure that their cabin crew are aware of this requirement and appropriate procedures and instructions are promulgated to staff. Baggage & Cargo Handling Baggage and cargo should always be handled with the utmost care, both in respect of the item and personal health and safety. Never throw baggage or freight as this could cause personal injury or damage to the item. Where practical heavy baggage shall be loaded on the bottom and appropriately labelled over 15kgs. Maximum permitted weight of baggage is 32kgs. Any bulky item shall be subject to an individual risk assessment by a competent person. Baggage being moved on trolleys must be secure so that there is no danger of it falling off. Any damage caused to an aircraft during the process of baggage or cargo loading shall be reported to the line supervisor who will advise the AOM or on call manager, and the Captain in-charge immediately. The appropriate documentation must be completed and sent to the AOM who will liaise with the airline and regulator as deemed appropriate. 161

163 Hazardous Cargo Extra care shall be taken when handling cargo carrying a dangerous goods label. Where necessary or if there is any uncertainty, staff should seek the advice of the Airline and/or supervisor/line manager. When handling damaged packages which have a dangerous good label attached, the following precautions should be used: Do not allow the contents of the package to come into contact with you. Do not inhale any vapour or fumes / Guard against fire. Never load or unload cargo, which is or is suspected of being damaged. Report all damaged radioactive material. Inform the ARFFS and your Supervisor immediately. The integrity of the aircraft structure and operation may be adversely affected by spillages of powders and liquids in aircraft holds. Report ALL spillages of powders and liquids to the RDS and the aircraft Captain without delay. Spill kits will be replenished as required by the RDS and audited by the Airside Trainer and Compliance Controller. All ground handling staff are trained to Category 6. The airport has nominated staff who are the dangerous goods trainers and should be consulted regarding any Dangerous Goods issue. Apron Safety Checks Regular inspection of the apron area is the responsibility of all those working airside to ensure that all areas are serviceable and kept clear of obstacles, debris and foreign objects. All persons working airside have a responsibility to keep all areas clear of FOD. The RDS shall be responsible for assigning trained aircraft de-icing operatives ensuring passenger safety during periods of frost/ice/snow conditions by de-icing surface areas, which may be affected using the appropriate de-icing fluids. Departure Procedures Flight deck crew and the ground crew shall be in verbal contact or standard hand signals must be used. The aircraft anti-collision light(s) shall be switched on before engines are started. Clearance for start-up shall be obtained from Air Traffic Control. Ground crew shall ensure the area immediately behind an aircraft and the area in front of the engine intake is clear of equipment, vehicles, passengers and staff. In addition, the Airside Services Staff shall ensure that no other aircraft is on or approaching the taxiway centreline, or about to manoeuvre off an adjacent stand. 162

164 Powerbacks There is no facility for aircraft power backs, except under extreme circumstances, which will be determined by AOM. If such action is deemed necessary, then appropriate measures will be taken to remove potential hazards from the area surrounding where the power back will take place. Aircraft Marshalling & Aircraft Start Up Procedures The apron services management provider is responsible for ensuring that a stand is safe for use prior to any aircraft movement. Stands must be left in a safe condition including the removal and safe stowage of aircraft chocks Safety The following safety practices must be followed: All persons undertaking marshalling duties shall wear high visibility clothing, conforming to BS EN 471 Prior to marshalling an aircraft into position, the marshaller must ensure that the area is free of FOD, equipment and vehicles. Any vehicles moving in the vicinity should be given instructions to ensure that they do not impede the passage of, or endanger the safety of the aircraft. On stands requiring a marshalling service, if the marshalling service is unavailable then the aircraft should be held off stand until the service can be provided. Marshallers must ascertain that the intended parking area is suitable for the aircraft concerned. In the event of apron congestion, two or more Marshallers may be necessary. Only one marshaller shall marshal at any one time, making the correct handover signal to the number 2 when appropriate. Marshallers must remain particularly aware of engine hazards. When it is necessary to park an aircraft closer than the standard apron markings indicate, one or more wing tip Marshallers shall be used. Separation distance will be in accordance set out in IATA s Airport Terminal Reference Manual Marshalling Signals Marshalling signals used for the ground movement of aircraft and signals made by a pilot in an aircraft to a marshaller on the ground shall conform to the provision of Rules of the Air Regulations Rules 47 and 48 respectively and illustrated in CAP637. Copies of these signals are available from the RDS or Airside Trainer and Compliance Controller. Marshalling signals given by day shall be with the use of marshalling bats; those given by night shall be with the use of illuminated wands. Only trained and proficient handling agents shall provide marshalling service to aircraft. Under no circumstances shall a person marshal an aircraft without marshalling bats or wands. 163

165 Qualifications and Responsibility Only personnel, who have successfully completed an appropriate course of training either administered by Cornwall Airport Newquay, or recognised by Cornwall Airport Newquay, shall provide marshalling service. Whilst marshalling is being provided, the marshaller is responsible for the safe movement of the aircraft and avoidance of obstacles. Marshallers shall at all times remain aware of aircraft engine hazards. Unless for avoidance of imminent danger, pilots shall be expected to comply with the signals given by a marshaller. Prior to providing marshalling, Marshallers shall ensure that: Marshalling bats or wands are serviceable Ear protection (which shall be worn) is serviceable The Airside Trainer and Compliance Controller shall be responsible for ensuring all staff remains trained and proficient to marshal an aircraft. Operating Procedures Marshallers shall position themselves in order that the pilot of the aircraft can remain in visual contact with the marshaller during the time that marshalling service is being provided. If more than one marshaller is being used for the movement of one aircraft, each marshaller shall be positioned in order that the marshaller accepting responsibility for the aircraft is clearly visible to the previous marshaller at the time that responsibility is transferred. The Airside Trainer and Compliance Controller shall maintain all training qualification and competency records on the red kite database. Marshalling in Strong Wind Conditions The following guidelines are issued when marshalling in strong wind conditions: In mean speeds up to and including 30 kts, normal marshalling procedures will operate. If the mean speed is 30 kts or above, or gusting up to 38kts, the RDS will closely monitor conditions and assess the risk. Marshallers must be briefed to take extra care but may continue marshalling as normal. Wind speeds between 38 & 46 kts may affect a persons balance. However, marshalling may continue with caution. The RDS should liaise with the ATCO to determine the conditions and may suspend marshalling if it is determined that there is a risk to safety. In such circumstances the ATCO is to be informed and he/she will advise pilots of any taxiing aircraft that marshalling will not be provided. In wind speeds over 46kts, the RDS may suspend marshaller operations if it is considered to be hazardous. 164

166 Apron Safety during strong winds All persons working on the apron have a duty of care to ensure that safety of personnel and the safe operation of aircraft is maintained at all times. Airside Training Responsibilities The Airside Trainer and Compliance Controller are responsible for the training and competence of marshalling staff. Pilots are responsible for the safety of the aircraft whilst taxiing. Training and Testing The training and testing of personnel involved in airside operations, the driving and operation of vehicle and machinery on the apron and apron safety procedures will be in accordance with the regulations and guidance contained in CAP 642 Airside Safety Management and the Airside Safety Procedures Manual. Aircraft Start Up Procedures The marshaller shall complete a visual inspection of the aircraft prior to aircraft start up to ensure all doors are closed and there is no sign of any FOD issue within the vicinity that may cause danger to the aircraft. Headsets shall be used where possible otherwise the marshaller shall use recognised hand signals at all times. The pilot must seek permission from ATC prior to engine star The handling agent must complete a FOD inspection of the stand after the aircraft has departed. Aircraft Follow Me Procedure A follow me vehicle is available on request to the handling agent in accordance with the Airside Safe Working Procedures Manual. 165

167 2.9 ASI 9 Airside Competency & Training General The principle duties in respect of people at work (including) airside are outlined in the Health and Safety at Work Act 1974 and can be summarised as follows: Every employer has a duty to ensure so far as is reasonably practicable the health and safety of any individual who might be affected by any work activity within the control of the employer. Every employee has a duty to take reasonable care for the health and safety of himself and other persons who might be affected by their acts or omissions. The accountable manager has a duty to ensure so far as reasonably practicable the health and safety of others who use that place of work. This is particularly important for the common user areas and for issues which require co-ordination across the airport. The responsibility is limited to ensuring co-ordinated action on H&S matters and ensuring cooperation between employers in aspects of managing safety. The airside areas of an airport and in particular the aprons are workplaces which are shared by a variety of employers, and in these situations all employers have a legal duty placed on them to cooperate with each other and co-ordinate the measures taken in order to fulfil the duties. Training and Competency The particular risks that are inherent in airside operations and the type of activities which are necessary to turn round and service an aircraft make the ramp and other aircraft movement areas potentially dangerous places for unsupervised persons who do not know the hazards. It is both a statutory requirement and a personal safety imperative that ALL employees who are required to work on the ramp or aircraft movement areas, are competent at their job, and have been trained in the safety procedures required for the activities that they carry out. It is required that all employers provide adequate training for staff to enable them to undertake their duties safely before working on the ramp or in other aircraft movement areas unsupervised. Consistency of operating procedures in a complex working environment can help minimise accidents and incidents. It is important that employers ensure that all staff are able to recognise and understand written, verbal and signposted safety instructions and guidance. The Airside Safety & Security Committee agreed a common set of minimum personal competencies for undertaking various apron activities. An adequate training programme would include imparting an understanding of the following: Health and Safety legislation requirements Local Emergency Procedures Current Airport Standing Instructions The importance of reporting Accidents and Faults 166

168 FOD hazards Aircraft hazards (Turnround activity, jet blast and ingestion, noise and fuel spillage) Non Aircraft hazards (Vehicle, equipment, Airbridge driving and parking, speed limits, fuelling safety and adverse weather conditions) The requirement to wear appropriate PPE Fire Safety requirements Enforcement Agencies at the airport. Co-operation with other airside users. 167

169 2.10 ASI 10 Airside Driving General All vehicles operating airside must possess an Airside Vehicle Permit (AVP) and all drivers airside must possess an Airside Driving Permit (ADP) or must be escorted where a Temporary Airside Vehicle Permit (TAVP) will be issued. A record of all drivers training and testing is maintained by the Airports database system. All personnel operating Airport Company vehicles shall have radio communications available at all times and be UHF 1 radio communication equipped. All personnel who have reason to drive on the Manoeuvring Area are subject to the requirements of the Airside Driving Permit (ADP) Scheme. All vehicles operating on the manoeuvring area or apron are required to be fitted with, and display an obstruction light as required by CS-ADR-DSN Chapter Q, unless under escort by a suitably-equipped vehicle. Minimum vehicle standards and livery must be adhered to as laid down by CAP642. The UK Airside Safety Working Group has developed schemes for Airside Driving Permits (ADP) and Vehicle Permits (AVP) as recommended in CAP 790 and CAP 642 respectively. Only those persons and vehicles in possession of permits will be allowed on the airside unescorted. The AOM will ensure all staff is briefed on any change in rules or regulations. Any person driving airside must do so in accordance with the following: Airside Driving Permit Scheme Airport Procedures and Instructions. Specific Employer Procedures and Instructions. Airport Medical Standards. Health and Safety Requirements. Security and Safety Procedures Testing and Validation Procedures. Airside Areas The airside is that part of the aerodrome where aircraft operate and is accessed through a control point. For the purpose of airside driving, the airside comprises three principal areas that are identified in recognition of the increased level of risk: The apron - A defined area on the aerodrome provided for the positioning of aircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo and for parking. The manoeuvring area - That part of the aerodrome provided for the stationing of aircraft and for the movement of aircraft on the surface, excluding the apron and any part of the aerodrome provided for the maintenance of aircraft. For the purposes of this document and an Airside Driving Permit (ADP) Scheme the 168

170 manoeuvring area is divided into the area excluding runways ('M' permit) and including runways ('R' permit). The runway A defined rectangular area on a land aerodrome, prepared for landing and take-off run of aircraft along its length. Yellow paint markings on the ground are for guidance for aircraft. White markings on aircraft stand areas are for the control of vehicles and equipment, and indicate the boundaries of stands and equipment parking areas, and cross-hatched areas which must be kept free of vehicles and equipment. A continuous double white/black line at the back of stands delineates the boundary between the apron area and the manoeuvring area. Procedures for Driving on the Manoeuvring Area The following regulations are to be complied with when driving on the Manoeuvring Area: All vehicles must give way to aircraft, except where a vehicle is towing an aircraft; The driver must be equipped with RT operating on the Aerodrome Frequency and must maintain two way communications with ATC; The vehicle s obstruction light is to be switched to the ON position at all times Vehicles are not permitted to enter the Manoeuvring Area without the authority of ATC; Drivers must comply with all instructions issued by ATC. All clearances by ATC to proceed on specified routes are to read back precisely before proceeding; Vehicles are not to be driven past the runway guard lights, if access is required, vehicles shall hold before crossing the active runway; The maximum speed limits on the Aerodrome are: Apron 15MPH Manoeuvring Area 30 MPH unless ATC request to expedite due to an unplanned event e.g. emergency situation In occupied Stands 5MPH In reverse 5MPH (a banks man must be present) Where fitted seat belts shall be worn on all vehicles being driven on the Manoeuvring Area Seats belts shall be worn where fitted on the apron area unless the vehicle or ground equipment doors are fully closed and locked Vehicles shall be driven at a minimum of 50 metres behind taxiing aircraft; Vehicles/GHE are not to be reversed without assistance of a banks man in a safety critical area e.g. Apron and in close proximity to an aircraft or building, fellow workers or passengers As a FOD prevention measure, vehicles must have all doors and shutters closed while moving on the airside. All loads carried must be properly secured before the vehicle enters the airside; 169

171 All vehicles operating on the airside must be marked with the operator s livery or name. An exception to this rule is vehicles under escort and that have been issued by a TAVP Vehicles are not to be parked on or near taxiways without the strict instruction and permission of ATC to do so; Driving in the immediate vicinity behind an aircraft when the aircraft s anticollision lights are on is prohibited; Vehicles must not be driven under any part of an aircraft, except where it is essential to service the aircraft e.g. maintenance, refuelling etc. Drivers must not approach an aircraft until it is stationary and the aircraft s anticollision lights have been switched off unless they have been specifically trained to do so i.e. Rotors running turnaround. Extreme care must be exercised when manoeuvring close to passengers. Pedestrians shall have right of way at all times, especially when passengers are crossing pedestrian crossings on to head of stand. No person other than the driver is permitted to ride on a vehicle unless the vehicle is fitted with seats and the passenger occupies the seat; At night and in conditions of low visibility, all vehicles are to comply with the lighting requirements of the Road Traffic Act; Vehicles towing aircraft during the hours of darkness are to display obstruction lights. Vehicles with a valid AVP driven by a suitably qualified person of an ADP are permitted to cross the active runway when authorised by ATC. Vehicles doors shall remain closed when in motion and not left open especially during strong winds when an injury and/or accident may occur The holder of the Airside Driving Permit is required at all times to operate within the rules and procedures as outlined by Cornwall Airport Newquay. These procedures are documented in: The Air Navigation Order 2009 as amended Airside Safety Management (CAP 642 guidance) Radio Telephony Procedures (CAP 413 guidance) Requirements for an Airside Driving Permit (ADP) Scheme (CAP 790 guidance) Airside Driving Permit (ADP) Scheme Only those individuals whose role requires regular and frequent access to the airside will qualify for the issue of an Airside Driving Permit. An individual with a requirement to drive airside will in the first instance need to undertake an initial airside driving course. The permit is renewed as required by attending a revalidation course. If an individual allows their permit to lapse by a 170

172 period greater than 90 days then the individual will be required to attend an initial level course before being allowed to drive airside and issued a new ADP. Any individual who wishes to drive at Newquay and already hold a valid Airside Driving Permit from another UK aerodrome must attend a refresher level course prior to being issued a permit for Newquay. Types of Permit ADP s are issued to cover three specific areas of the airfield. The A Permit is for airside roads and aprons The ADP A permit may be valid for up to 3 years and falls due for revalidation at the anniversary of the date of issue. In order to be revalidated, the competence of the permit holder must be demonstrated by a refresher course and assessment. Employers must confirm the driver still holds the necessary current UK EC/EEA, or foreign equivalent driving licence and continues to meet the minimum medical requirements. Records of training and assessments for the A permit must be retained. Third party trainers/assessors must ensure that records are available for audit by the aerodrome operator. Example A Permit The M Permit is for manoeuvring areas excluding runways. The ADP M permit may be valid for up to 3 years and falls due for revalidation at the anniversary of the date of issue. In order to be revalidated, the competence of the permit holder must be demonstrated by a refresher course and assessment. 171

173 Example M Permit The R Permit is for manoeuvring areas including runways The ADP R permit may be valid for up to 3 years and falls due for revalidation at the anniversary of the date of issue. However, the holder must undertake annual competence checks to maintain the validity of the permit. In order to be revalidated, the competence of the permit holder must be demonstrated by a refresher course and assessment. Example R Permit Airside Driving Permits are the property of the Airport Company and must be returned: On demand by the Company. When the employee ceases to be employed on the Aerodrome. If a holder loses his/her DLVA Driving Licence. On demand as a penalty for a driving offence. Medical Requirements An ADP is only valid in conjunction with a medical certificate. Drivers must be medically fit to drive to DVLA Group 1 standard and this will be confirmed by undertaking medical examinations with an approved Occupational Health Service Provider. The ADP scheme requires; a) An initial and renewal medical examination to align with DVLA Group 1 standard; b) Medical assessments to relate to occupational age limits e.g. LGV; c) Medical assessments where DVLA health conditions are declared by the driver; d) Reviews following driving accidents or incidents at work. 172

174 Work Equipment Certificates of Competence Any individual required to drive a motor vehicle as part of their job role must hold the appropriate DVLA license for that group of vehicle. The company maintains a register of motor vehicles and their DVLA license category. It is the responsibility of the ADP holder to check that they hold the appropriate license for the type of vehicle that they are required to operate. Any individual required to use an item of plant must hold a certificate of competence issued by a competent authority. It is the responsibility of the ADP holder to check that they hold the appropriate certification for the type of plant that they are required to operate. Trainer Qualifications and Quality Assurance Programme The company defines the minimum qualifications for those involved in the delivery and assessment of the Airside Driving Permit scheme as the National Occupational Standards for individuals involved in training and assessment. Examples include, Preparing to Teach in the Lifelong Learning Sector (PTTLS) with a Level 3 Award in Assessing Competence in the Work Environment an NVQ Level 3 in Learning & Development or an Air Traffic Control on the job trainer instructor licence endorsement. Any person delivering the ADP programme must be in passion of a current valid ADP for the level that they are teaching or assessing. In order to maintain quality assurance over the programme, the candidates will be assessed by an independent assessor to ensure that minimum safety standards are maintained. The training and assessment material shall be subject to a document control process to ensure consistency of delivery and a transparent assessment process. The performance criteria for assessment shall be based on the National Occupational Standards for operating a vehicle airside. Any individual who believes that they have been disadvantaged by the conduct of an assessor while being assessed or are dissatisfied with an assessment outcome shall have the right to appeal. Should an individual wish to instigate the appeals procedure, they must appeal in writing within five days of receiving each assessment result. The appeals procedure is in three stages and each stage must be fully explored before the individual can initiate the next stage. Stage One The individual must appeal in writing to the assessor for consideration. All evidence will be collected and assessed for fairness of assessment and a meeting to discuss the findings with the candidate will be made. The Airport Operations Manager must be informed and a record of the interview will be kept for auditing purposes. Stage Two Individuals who are not satisfied with the Stage One outcome can then appeal in writing to the Airport Operations Manager. The Airport Operations Manager will appoint an independent manager to hear the appeal. 173

175 An interview with the individual and the assessor will be held to ascertain the facts, and the appointed manager will make a decision as to the assessment result. The appointed manager may suspend the hearing to allow the candidate to be independently assessed as part of the process. Stage Three Individuals can only proceed to Stage Three after Stage Two has been fully exhausted. Appeals must be submitted in writing to the Airport Operations Manager. At the discretion of the Airport Operations Manager, the appeal may be referred to an external training provider. The decision of the Airport Operations Manager will be final. Management of Driving Standards on a Day to Day Basis All operators have a general responsibility for the standards of airside driving and to report any incidents. The Airport Company will actively monitor the airside environment to ensure compliance with airside safety regulations and the Air Navigation Order. The Airport Company reserves the right to conduct audits of operators records of staff training and testing of vehicle maintenance and testing, and such records must be produced on demand. In addition, the re-testing of drivers and inspection of vehicles may be required at any time. Any breach of the provisions of these instructions will lead to the temporary withdrawal of the offender s ADP pending further investigation and/or the issue of an enforcement notice. For repeat offences or gross infringement, the offenders ADP may be permanently withdrawn. In cases of gross infringements, the Airport Company reserves the right to remove the vehicle from the airside environment. Management of the ADP Scheme Application The issue of Airside Driving Permits is governed by the following conditions: The applicant has to hold a permanent airport security pass at the Airport for no less than 1 month. The applicant shall hold a valid driving licence appropriate to the motor vehicle being used. In the case of items of plant, a Certificate of Competence issued by a competent authority. The applicant must pass the Airside Driving Medical conducted by an approved medical practitioner. Airside users must produce medical documentation to ensure these standards have been met should the medical not be conducted by the Airport Company s medical service provider. The applicant must complete a Company application form available from the Airport Operations Administrator which must be endorsed by the individual s manager or Company sponsor. The applicant is to forward the signed application form to Operations Administrator for action. The certificate providing evidence that the applicant is colour perception safe must accompany the application. 174

176 The Airside Driver Trainers are to provide the applicant with a written brief on the rules governing driving on the apron, manoeuvring area or runway as appropriate. In particular, the brief must cover specific instructions for the crossing of runways and the significance of the ILS protected area. The applicant is to sit a written examination on airside driving procedures supervised by the trainer and shall obtain 85% pass mark for the issue of a permit. The applicant is to undertake a practical test under the supervision of a nominated assessor to prove their ability to navigate on the airside, use correct RT phraseology, and to demonstrate their knowledge of airside driving regulations. Following completion, new ADP holders shall have 1 week of close supervision. Those persons who hold Airside Driving Permits at other UK Airports, who require to drive airside at NQY Airport or who are transferring from another UK Airport, will only be permitted to do so following an airside familiarisation course. Who can issue any warnings or penalties Any individual who witness a breach of safety has a duty to report the incident to their line manager in the first instance. Everybody has a responsibility for safety; however only those listed in ASI 7 can formally issue warnings or penalties. The nominated manager who issues a warning or penalty is responsible for notifying the individual s line manager. In the case of third parties, the Airport Operations Manager shall notify the relevant employer. 175

177 Use of a points and/or fines system, rules and totting up The company manage the safe operation of the aerodrome through a points system for driving offences. Any driver who has total points of 12 or more within a 3 year period will be disqualified from driving under the totting up process. The following is a guide to the number of penalty points that could be given for an offence. It does not reflect the fact that some offences may lead to you being disqualified from driving airside. Code Offence Points Duration AC Failing to stop at an accident or failing to report an accident 5 to months BA Driving without a valid license or airside driving permit 6 12 months CD CU Careless Driving including o Driving without due care and attention o Driving without reasonable consideration for other aerodrome users Construction & Use including o Causing or likely to cause danger by reason of use of unsuitable vehicle o Using a vehicle with parts or accessories in a dangerous condition o Causing or likely to cause danger by reason of load or passengers o Breach of requirements as to control of a vehicle using mobile phones 5 to months 3 12 months DD Dangerous Driving 12 Lifetime Drink or Drugs including Driving or attempting to drive while unfit through drink DR Driving or attempting to drive whilst unfit through 12 Lifetime drugs Failure to provide a specimen for analysis SP Speeding 3 6 months TT To signify a disqualification under totting up procedure. If the total penalty point reaches 12 or more within three years, the driver will be disqualified. Appeals procedures Any individual who believes that they have been disadvantaged by the award of penalty points shall have the right to appeal. Should an individual wish to instigate the appeals procedure, they must appeal in writing within five days of receiving the penalty points. The appeals procedure is in three stages and each stage must be fully explored before the individual can initiate the next stage. At each stage the individual must appeal in writing within 5 days of the judgement from the previous stage. 176

178 Stage One The individual must appeal in writing to the enforcing manager for consideration. All evidence will be collected and assessed for fairness and a meeting to discuss the findings with the individual will be made. The Airport Operations Manager must be informed and a record of the interview will be kept for auditing purposes. Stage Two Individuals who are not satisfied with the Stage One outcome can then appeal in writing to the Airport Operations Manager. The Airport Operations Manager will appoint an independent manager to hear the appeal. An interview with the individual and the enforcing manager will be held to ascertain the facts, and the appointed manager will make a decision as to the result. Stage Three Individuals can only proceed to Stage Three after Stage Two has been fully exhausted. Appeals must be submitted in writing to the Airport Operations Manager. At the discretion of the Airport Operations Manager, the appeal may be referred to an external training provider. The decision of the Airport Operations Manager will be final. Record Keeping Requirements Each individual shall have a portfolio which contains the following information; a) Identification number; b) Name; c) Date of birth; d) Employer; e) Name of training organisation; f) Name of trainer; g) Date of completion of training; h) Date of validation; i) Assessment results; j) Date of revalidation; k) Infringement notices; l) Type of permit held; m) Driving history (accidents/incidents); n) DVLA checks; o) Any required medical evidence. The information described above will be kept in a suitable format and shall be made available for audit. 177

179 AIRSIDE DRIVING PERMIT APPLICATION FORM SECTION 1:Completed by Applicant Surname: First Name: Airport Security Pass No: Job Title: Company: Contact Details to confirm course details Driving Licence Details Do you possess a current, valid Full UK/EU driver s licence? YES/NO Licence No. Type of Licence Held: CAR LGV PCV SPECIALIST VEHICLE Applicants Signature: Date SECTION 2: Completed by Line Manager - Please check with S Delaney or D Baker if you are unsure which permit to apply for Permit Required: (Please tick) A Permit Initial Renewal Apron and Roadways M Permit Initial Renewal Manoeuvring Area R Permit Initial Renewal Familiarization Runway SECTION 3 : Completed by Line Manager I certify that the above is a member of my staff and will be required to drive in the area specified, and is competent to drive such vehicles, equipment and/or plant. I authorise Cornwall Airport Limited to invoice my company for the standard fees and charges for the issue of the permit applied. Signature: Date: Name and Position in Company: The following items must be attached to this application otherwise it will not be processed: 1. A Copy of the Applicants UK/EU Driving Licence. 2. UK Airside Driver Permit Medical Certificate (please tick here if you require a medical, additional fees apply. I also consent for personal information to be shared in confidence with the airport company occupational health provider to arrange the airside driving medical) ם 3. Copy of the AOA UK Driving Permit - (best practice issued under CAP790). (This is only required for familiarisation if transferring from another airport). 4. Please forward all completed forms to Fay Smith, Administrator, St Mawgan House (post or faysmith@cornwallairportnewquay.com). For any queries please call

180 2.11 ASI 11 Airside Vehicle & Equipment Standards Introduction Vehicles requiring airside access must be in possession of a current AVP and the driver must be in possession of an ADP. AVPs confirm that the vehicle is mechanically sound and safe to operate airside. ADPs confirm that the driver has sufficient knowledge to operate in approved airside areas. Procurement of Equipment All equipment should comply with the Provision and Use of Work Equipment Regulations 1998 Approved Code of Practice and Guidance. Use of the flow chart below will cover the relevant factors that should be taken into consideration when selecting new equipment. It is important that during the process of selecting equipment that any Health and Safety issues are given adequate consideration. Equipment to be provided must be suitable by design, construction and adaptation for the actual work for which it is provided. This includes taking account of any reasonably foreseeable working conditions, any known health and safety hazards and any related risks in the premises where the equipment is to be used including any that may arise from the introduction of the equipment itself. No item of equipment should be considered for evaluation or purchase unless a proven business case or other such assessment has been made which identifies the need for the item. The procurement will only then progress with the subsequent agreement of the budget holder(s) and the manager(s) with the established procurement responsibility (if applicable). The equipment evaluation assessment is to be used as a means to: Determine the suitability of the item in relation to the functional requirement Ensure, so far as reasonably practicable that all Health and Safety Hazards have been identified and adequately resolved Identify any financial considerations, provision or constraints Identify any training, maintenance, repair or other such requirements as appropriate Record the details of the evaluation(s) through to the final determination of the item for procurement 179

181 PROCUREMENT OF EQUIPMENT FLOW CHART Assessment of need and budgetary provision Decision to proceed with procurement Considerations Legislation Risk Assessments Stowage Cost Training Competency CE conformity Ergonomics Etc. Appoint project team where deemed necessary Establish terms of reference Identify (other) suitable equipment options Accept Evaluate and customise Reject Proceed to procure Review Operator/technical information Risk assess as appropriate Inspection and maintenance Implement Training Risk Assessment Issue Information Inspection & Maintenance Schedule Commission equipment Monitor and review equipment performance 180

182 Airside Vehicle Permits Vehicle access to the airside area at Cornwall Airport Newquay is controlled by the Airports Aviation Security team. A vehicle will only be permitted airside with either a AVP or TAVP. AVP s are valid for a period of 12 months from date of issue. All vehicles must have a valid AVP whilst airside. An AVP does not confer the right of entry and does not identify the driver or passengers. All AVP applications are coordinated by the Airside Trainer and Compliance Controller Types of Permits There are two types of AVP issued: AVP valid for a period of 12 months from date of issue for a specified vehicle. An annual AVP will only be issued for vehicles needing essential access to all restricted and controlled apron areas and airside roads on a regular basis. It is the responsibility of the vehicle operator/owner to apply for renewal of an annual AVP. TAVP valid for a specified period at the time of issue usually for a short period and issued to visiting vehicles that will be escorted. Display of AVP An AVP must at all times be clearly displayed on the vehicle windscreen. Emergency vehicles, called to an emergency or major training exercise are exempt from the requirement to display an AVP. Conditions of Use A permit is issued subject to a Declaration by the Applicant indicating that the details provided are accurate and in order. The pass is issued to a specific vehicle and is by no means transferable. The applicant or sponsor is responsible for returning the AVP for cancellation under the following circumstances: When the purpose for which the pass has ceased. When the vehicle ownership changes. When the vehicle is scrapped or sold. Cornwall Airport Newquay may cancel the AVP if: The pass has been defaced or altered in any way. The pass is found on a vehicle to which it was not issued. Vehicle & Equipment Requirements The applicant or sponsor is responsible for the safe operation and fitness of the vehicle or equipment it uses airside and is required to certify: 181

183 That the vehicle/equipment for which the pass is required has been properly inspected, maintained and serviced by an appropriately qualified person within 12 months prior to the date of application and will continue to be inspected, maintained and serviced by an appropriately qualified engineer throughout the period of validity of the pass. This is to ensure that the minimum safety and performance standard is maintained. The applicant or sponsor will ensure that the frequency of inspections, maintenance and servicing is appropriate to the type and age of the vehicle and it is used in accordance with the manufacturers recommendations. That a record of the maintenance, servicing and inspections are readily available for inspection. Those only persons trained and competent to drive/operate that vehicle/equipment will drive it. That an electrical and mechanical inspection has been made by a qualified person and confirms that it would reach the required standard for an MOT. Where appropriate the vehicle must hold a valid MOT certificate whilst it is airside. The airport company reserve the right to conduct a safety inspection, at the expense of the applicant, of the vehicle in accordance with guidance CAP642 prior to the issue of an AVP. The Airport Company have an onsite MT facility to carry out the mechanical CAP642 inspection where applicable charges apply. NOTE: A copy of the MOT certificate must accompany the Vehicle Airside Permit Application form for each vehicle. In the case of a vehicle or GHE does not hold a MOT certificate, a CAP642 inspection will be mandatory Obstruction Lights The vehicle must be fitted with an omni-directional flashing obstacle light that meets the specification set out in CS-ADR-DSN, Chapter Q. In conditions where emergency vehicles not normally based at the airport are operated on airside areas, flashing blue lights, where fitted will be used and escorted by the airport authority. Other Requirements The vehicle exhaust system must be in good order. The vehicle must be free of oil and fuel leaks. Any vehicle or trailer over 2.46m in length must have red or amber reflectors at or near each end, clearly visible in poor visibilities or darkness. High intensity reflective sheet material or reflective paint is an acceptable alternative. The vehicle must have lights illuminated at both ends during low visibility or hours of darkness. Trailers must have a proper parking brake system. Tow bars, even when not in use must be made clearly visible when being moved. Any load, loose baggage or freight must be securely fastened to ensure it does not fall onto aprons or airside roads. Consideration should be given to installing an effective fire extinguisher on vehicles that will be operating airside. The airport company will adopt recommendations Conspicuity marking requirements on goods vehicles contained within Road Vehicles Lighting Regulations 1989 (RVLR) entered into force implementing as amended in January

184 Employers Responsibility It is the employer s responsibility to ensure that any employee or person who drives the employer s vehicles meets the following requirements: The driver must be in possession of a full UK driving license (i.e. not provisional) that entitles the holder to drive the motor vehicle on a public road. The driver must hold a valid Airside Driving Permit, issued by Cornwall Airport Newquay. The driver must also be in possession of a Company driving permit proving that he or she has been trained and is competent to drive that vehicle. Access to those training records must be made available on request. Any person holding a non UK driving license shall be referred to the AOM for approval. Periodically, instructions and notices are issued which regulate or amend procedures for the movement of vehicles airside. The employer must inform employees of any changes in these instructions or amendments and ensure they are adhered to. Insurance Requirements for an AVP The applicant must fulfil the following requirements before an AVP can be issued: Cornwall Airport Newquay requires the holder of an AVP to carry adequate insurance covering all actions claims, cost and demands in respect of any loss, damage or injury to property or persons (including fatal injuries) which may be made them or their contractors arising in connection with the use of a vehicle or equipment at Cornwall Airport Newquay. The policy or policies of insurance must remain in full force and effect during the currency of the AVP. Applicants must provide proof of minimum insurance cover of 5 million; this must indemnify Cornwall Airport Newquay. The sponsoring Company must certify that the sponsored company vehicle has the above insurance. Legal Aspect It is an offence under section 21B and 21C of the Aviation Security Act 1982, as amended by the Aviation and Maritime Security Act 1990 to: To give false information either for the purpose of or in connection with an application for an AVP or in connection with continued holding of an AVP that has already been issued. Go with or without a vehicle onto any part of the restricted airside areas of the airport without permission from the Airport Company. Failure to meet the requirements above of the requirements in this guidance document can result in the removal of the offending vehicle from the airside area. 183

185 Control of Access Only those vehicles, personnel and equipment essential to the operation, maintenance or development of the aerodrome are permitted to enter the Aerodrome Movement Area. The following rules must be complied with: The driver must be in possession of a valid Airside Driving Permit appropriate to the airside area to be accessed. The driver must be in possession of an Airport Security pass appropriate to the area to be accessed. The vehicle must have displayed the appropriate Airside Vehicle Permit. Drivers with vehicles not meeting the full requirement above must be escorted by a compliant driver and vehicle. Use of Escorts Drivers without an ADP shall be escorted at all times. UNESCORTED MOVEMENTS ARE NOT PERMITTED. Crash/Access Gate On limited occasions it may be more convenient to allow contractors or other parties to gain access via one of the crash or access gates. This may be permitted via the approval of the AOM and Terminal Duty Manager Parking of vehicles shall be prohibited in front of all routine access and Emergency Access Gates. In these circumstances, it is of paramount importance that the necessary comprehensive airside briefing has been given to such persons. Emergency Access Gate keys must therefore not be given to any non-airport Company personnel unless approved by the AOM and Terminal Duty Manager who has made the necessary arrangements. Airside Vehicle Policy Access to the aerodrome is the responsibility of the AOM delegated to the Terminal Duty Manager. The control of authorised access is integral to the safety of personnel and the safety of aircraft operations. Primary Access This will be through Check Point One CP1 and Check Point Two CP2. Information on airside access and security procedures is contained within the Security Procedures Manual. Access via other access areas must only be with the express permission of the Terminal Duty Manager. 184

186 Security All staff are to adopt a responsible attitude towards security procedures and remain vigilant at all times. Where necessary, specific operational instructions will be issued relating to security matters. Guidance relating to airport security issues is available from the Terminal Duty Manager or Passenger Service & Security Supervisors. Passes will be issued to the based operators and crews who require frequent access to the Critical Part in order to undertake their legitimate business. Charges may be levied for pass issue. Passes must be visible and worn whenever operating airside. All staff entering the critical part CP must do so by using a recognised access point and undergo the appropriate screening. 185

187 Declaration by the Applicant I, the undersigned, agreed that (1) In view if the nominal sum, if any, charged for the Pass I accept that all vehicles are admitted to and remain on the aprons and service roads on the express condition that neither the Airport nor its servant or agents shall be liable to any loss of, or damage to, the vehicle or its contents, however such loss or damage may be occasioned. The Pass is the property of the Airport and is issued subject to Airport Byelaws and regulations. (2) I will ensure that the driver is aware that this pass applies to the Aprons and Airside roads only and that they should not drive on the manoeuvring area (see note below) except when specifically authorised by the Airport or ATC to do so. (3) I will bring the traffic and vehicle requirements as set out in the Airport Byelaws and Managing Director's instructions, as modified from time to time, to the attention of all drivers who may use the vehicle for which this pass is required. (4) The Pass is valid only when exhibited upon the windscreen of the vehicle it is issued and that any defacement or alteration will render it invalid. (5) The Pass is concerned with access only to airside and does not confer the right to park in airside areas, and that a vehicle reported for parking in airside areas may have its pass cancelled. (6) The Pass remains at all time the property of the Airport and will be returned to the Airport Duty Managers upon request, or if the vehicle is no longer required for the purpose stated in Part 4 overleaf (7) The driver and any other persons carried (except airline passengers) will be in possession of an approved identity document. (8) The vehicle has a valid MOT certificate where applicable under the Road Traffic act or should the vehicle require no Road Fund Licence because it will not be required to operate on roads where the Road Traffic Act applied, the vehicle has been inspected by a Motor Engineer within the past 3 calendar months of the date of this application and that the mechanical and electrical condition of the vehicle meets the required standards required for the issue of a MOT certificate under the Road Traffic Act. All vehicles should be serviced and maintained to ensure MOT standards are complied with. (9) Prior to driving a vehicle on airside for which a vehicle apron pass has been issued to me there will have been taken out a policy or policies of insurance covering all actions, claim costs and demands in respect of any loss, damage or injury to property or persons (including fatal injuries) which may be made against us or any of our servants, agents or contractors, howsoever arising in connection with the use of the vehicles airside, which policies of insurance we undertake to maintain in full force and effect during the currency of the said Pass. The sum insured shall be such sum as is adequate to cover our potential liability in respect of the said actions, claims and is in no event to be less than 5 million. (10) Any fee charged for the pass is not returnable upon cancellation of the Pass howsoever arising. Newquay Airport shall be notified immediately of the loss/theft or failure to return a vehicle pass Name Signed Company Position in Company Date Attached to this application are the following: Copy of MOT Certificate or Equivalent Copy of Insurance Certificate Relevant Fee 186

188 T.A.V.P TEMPORARY AIRSIDE VEHICLE PERMIT Please Complete the Application Form in Block Capitals & Return to Control Section One - Airside Permit Information Section One Reason That Permit is Required: Dates on which Permit is required Start: Finish: Section Two - Applicants Details (ALL BOX'S TO BE FILLED IN) Name: Company Name: Sponsoring / Escort Company Name & Address Tel No: Section Three - Vehicles Details Type Make Model Registration No Colour (s) Company Livery Yes/No Company Amount of Insurance Cover Declaration by the Applicant I, the undersigned, agree that: A. Vehicles which are admitted to & remain on the apron, service roads & movement areas at Cornwall Airport Newquay are on the express condition that neither the Airport nor it's servants or agents shall be liable to any loss or damage to the vehicle nor it's contents, however, such loss or damage may be occasioned. The Permit remains the property of the Airport at all times. B. The Permit is concerned with access only to airside areas & does not confer the right to park in airside areas. Any vehicle found to be parked airside, which is not authorised by Cornwall Airport Ltd will have it's Permit revoked. C. I will ensure that all vehicles listed in section one of this form will only be operated by fully trained and competent personnel & that all drivers will be in possession of an Airside Driving Permit, when driving in airside areas. Or will be escorted by an Airside Driving Permit holder. D. I will ensure that a system of maintenance exists that will identify and rectify expeditiously any faults or defects which may occur between annual inspections so that the vehicle remains safe for use. E. The Permit will be displayed prominently on the vehicle & that any defacement or alteration will result in the Permit being Invalid for use. F. Cornwall Airport Newquay shall be notified immediately of the loss/theft or failure to return a vehicle pass. Authorised Unescorted (Signature) Authorised Unescorted (Print name) Authorised By / Escort (Signature) Authorised By / Escort (Print name) Date:.. Date:.. Issued By (signature) Issued By (Print Name. Date:.. Temporary Airside Vehicle Permit Date Returned Please contact Control Point 1 on Tel: or Ext 330 for any Enquiries or Issues regarding your Temporary Airside Vehicle Permit 187

189 Vehicle & GSE Defect Form SERIAL NUMBER: CAL/DEF2010/001 Date: Equipment name & number: Defects (please give full & specific details): CRITICAL / NON CRITICAL (PLEASE DELETE NON APPLICABLE) I also certify that I have completed these checks in accordance with the CAL Vehicle/GSE Safety & Defect Policy and all defects have been reported to the relevant departments Signature & license number of person completing the defect form: DISTRIBUTION: Top copy to departmental folder, 2nd copy to departmental manager, 3rd & 4th copy to GSE Engineer Engineering comments: Handed over to: Job Card no: Signature of engineer: DISTRIBUTION: completed 3rd copy to ramp, 4th copy to be retained by GSE engineer. 188

190 2.12 ASI 12 FOD, Spillages & Airfield Sweeping The Airport Operations Manager delegates responsibility to all airside users for taking adequate measures to ensure the safety of aircraft, vehicles and a person using the airside area by ensuring it is not affected by the accumulation of Foreign Object Debris. A fundamental element of the safety effort is to ensure that all movement surfaces remain in a clean condition and free from obstructions. General Foreign objects are sometimes deposited on the aerodrome and it is essential that all airport personnel understand the danger to flight safety that such objects represent. FOD may be ingested into aircraft engines, causing damage leading to engine failure, which is especially critical if it occurs in flight, particularly if it occurs during the take-off and landing phases. In addition, damage can be caused to tyres, undercarriages, airframes and control surfaces. All foreign objects are a threat to aircraft safety. FOD is a general term which applies to all loose objects which are a danger to the safety and integrity of an aircraft and which, therefore, must not be left in any area so as to constitute a hazard. The list of FOD items most frequently found on the apron is long and principally includes: Catering rubbish Baggage labels and tags Food Oil cans Tools and equipment Aircraft parts e.g. nuts, bolts, cables, rivets, filler caps etc. Tow bars Tools e.g. screws drivers etc. The presence of FOD is due mainly to the carelessness of people and their lack of understanding of the consequences. Preventative Measures Under the provisions of the Air Navigation Order it is an offence to deposit or leave any item of FOD on any part of an aerodrome. It is the direct responsibility of all staff working airside staff to ensure that the aerodrome is maintained in a clean and safe condition, and that all FOD is removed as soon as it is found and placed in the appropriate FOD bins. All staff should only eat in designated areas Use of FOD bins FOD Bins are located around the apron for general FOD items only, and are not to be used for catering, domestic waste or hazardous waste materials. 189

191 Inspection Procedures The manoeuvring area is inspected by ATC as part of their daily inspection. Further inspections shall be required following an aircraft incident/accident on the manoeuvring area. Routine FOD boss runs are undertaken by Airside Services Ramp personnel. All airside staff shall be responsible for being vigilant and on the lookout for FOD. The Sweeper and FOD Boss should be requested for any specific FOD issue via ATC. Airport FOD bins shall be emptied on a weekly basis. Apron areas are inspected on a daily basis led by the Airside Services team and is swept on a weekly basis. The Handling Agent shall inspect the aircraft stand for any sign of FOD prior to any aircraft arriving on stand and immediately after an aircraft has departed. Any significant items found e.g. aircraft components, shall be passed onto the RDS. The RDS will ensure that any parts found are forwarded to the relevant person and recorded. Staff shall only consume food and drink within designated welfare areas to help reduce the risk of FOD when airside. Runways, Taxiways and Apron Sweeping Policy The AOM shall be responsible for ensuring that all movement areas are regularly swept to remove any interference and maintained to a high standard, which may affect the safe operation of aircraft movements. Procedures for Sweeping the Movement Area Regular sweeping of the movement area is essential to the safe operation of the Airport. Sweeping records are maintained by the Airside Trainer and Compliance Controller The integrity of the aircraft structure and operation may be adversely affected by spillages of powders and liquids in aircraft holds. Report ALL spillages of powders and liquids to the RDS and the aircraft Captain without delay. Spill kits will be replenished as required by the RDS and audited by the Airside Trainer and Compliance Controller. 190

192 2.13 ASI 13 Apron Management General Sound apron management requires Air Traffic Control and handling agents to ask all non-scheduled arriving aircraft how long they are intending to stay and to co-ordinate closely with the apron handling agent. One aircraft allowed to park without planning during a quiet period can prejudice optimum parking positions of several subsequent arriving aircraft. Equally it is not acceptable for aircraft to block optimum stands for extended periods thereby requiring passengers to walk further to reach the terminal. Apron Aircraft parking at NQY shall be coordinated by the Ramp and Dispatch Supervisor (RDS). The duty RDS shall ensure the allocated stand is suitable for the aircraft type. If in any doubt they must refer to the Terminal Duty Manager (TDM) for clarification. A daily stand plan will be produced taking in to consideration the requirements of all operators and ground handling requirements. Operating company, Airlines, or Aircrew are not permitted to countermand or alter any decisions and must comply with any parking instructions issued by the RDS. Any such incident should be reported to the TDM Aircraft Stand Planning Alpha Apron Given its proximity to the terminal building and aviation security critical part the Alpha Apron is the primary designated area for commercial aircraft parking at NQY. It is designed to allow for aircraft to park nose in and/or self-manoeuvre. The Alpha Apron consists of four stands designed to Code C aircraft specification. These stands are defined as 20, 21, 22 and 23. Additional stands are available to the east and west of the Alpha Apron and are defined as 17, 18 and 24 Self-manoeuvring is a procedure whereby an aircraft enters an apron, parks and subsequently departs, at all times under its own power. Self-manoeuvring operations offer a saving on aircraft tugs and ground crews but the layout of stands requires approximately double the apron area of conventional nose in/push-back operations. Aircraft that are self-manoeuvring still require a marshalling service for arrival and departure unless operating on the GA Park, BIH Apron, SAR Apron or CAAT Apron. Due to the relatively high levels of engine power likely to be used for selfmanoeuvring, there is an increased potential safety threat to buildings, installations, vehicles, equipment and personnel and passengers which must be controlled and managed. 191

193 A mixture of nose in and self-manoeuvre parking arrangements is permitted ensuring suitable wing tip clearance is maintained between stands. Particular attention must be drawn to the stand planning process when stands 21A or 23A are in use as these stands are specifically designed for B aircraft use. It would be standard operating procedure for jet operations to adopt a nose-in parking strategy. Unforeseen operational circumstances (e.g. staff sickness, weather, equipment failure etc.) may dictate a contingency plan for self-manoeuvre will be adopted with the approval of the TDM. ATC and the air crew will be advised should this contingency plan be initiated. Stand 24 Maximum Capability Dash (front passenger steps only) or combination of smaller GA Aircraft No refuelling permitted Only to be used in the hours of daylight or by special instruction. Extra care to safety must be exercised due to jet blast/prop wash from adjoining stands Stands 20, 21, 22 and 23 Main Alpha Apron Surface Markings drawing attached Refuelling Permitted Aircraft De-icing permitted Configured to accommodate up to 4 x A319 or B size aircraft parked in a nose in configuration or a configuration to accommodate 2 x B and turbo prop aircraft simultaneously. Self-manoeuvring for turbo prop aircraft only shall be done under marshalling conditions and shall be planned in advance and where the schedule permits. B parking is only available on Stands 21A and 23A Stand 19 Non-operating area restricted to BIH operations only Stands 18 Maximum Capability Dash 6 or combination of smaller GA Aircraft Refuelling permitted Only to be used in the hours of daylight or by special instruction. Stand 17 Permitted for use for Aircraft MTOW <7000kgs subject to the marshaller assessing the required turning circle for safe manoeuvre on/off stand Daylight operations only unless by special instruction Refuelling permitted GA Park Permitted for use for Aircraft MTOW <3000kgs Daylight operations only unless by special instruction Refuelling permitted A dedicated walkway with appropriate signage are in situ to protect passengers and crew access and egress to the General Aviation Park Aerodrome vehicles parked within the ATC garage must be reversed in to position to ensure the safety of passengers and crew accessing the General Aviation Park is not compromised 192

194 Echo Apron Permitted for use for aircraft up to CODE E For aircraft classified as > CODE C (MTOW 80t) they must shut down on the Echo taxi lane and towed to stand under marshaller guidance. Refuelling permitted All aircraft must be chocked to comply with the EASA certification Restrictions may apply during Winter Operations In the event of a mains power failure, mobile tower lighting will be provided to accommodate any night movements. Foxtrot Apron (Agusta Westland H402) Non-operating area restricted to Agusta Westland operations only Aircraft Parking and refuelling in other areas such as Hotel and Golf Aprons are subject to local restrictions by the apron management services provider. Aircraft parking for non-standard aircraft types will be subject to the express permission of AOM in consultation with ATC. An appropriate risk assessment shall be issued with applicable TOI to all airside users to cover such eventualities. Helicopters Helicopter operations, particularly those of large helicopters, must be segregated from fixed wing operations whenever and wherever possible. Due regard must be given to the characteristics of rotary operations including: The heavy downdraft produced by helicopters. Vulnerability of helicopters to jet blast, strong winds and rotor downwash from other helicopters. The risks associated with tail rotors. Vulnerability of high wing light aircraft to rotor downwash. See also ASI 14 regarding rotors running refuelling. Aircraft and Helicopter Towing and Pushback Policy Aircraft and helicopter towing/pushback are permitted and must be carried out by trained and qualified personnel to the airline, operator and airport company standard. This includes the brake riding function if carried by a third party other than the crew. All towing and pushback procedures must be carried out under supervision to ensure the aircraft towing procedure has been adhered too. It is the tractor/tug driver s responsibility to ensure that the tow vehicle, tow bar, radio and other associated equipment are serviceable for use prior to any tow commencing. Whilst towing in confined areas or around aircraft or other obstacles, there must be an operative in attendance to assess wing tip clearances. All training records for airport staff are kept by the Airside Trainer and Compliance Controller (AT&CC). For safety reasons, all other airside users who perform towing and pushback procedures must produce documentation to the AT&CC (or in his 193

195 absence the AOM) to ensure third party personnel are suitably trained to National Occupational Standards. See also Section 9 Airside Safe Working Procedures Manual Restrictions apply for Aircraft and helicopter towing and pushback operation where special conditions are issued Royal / VIP Flights Royal / VIP flights parking arrangements shall be done so in conjunction with Weston Aviation, TDM and AOM ASI 14 Aviation Fuel Management Aviation Fuel Operations General The Dangerous Substances and Explosive Atmospheres Regulations 2002 (DSEAR) require employers to control the risks to safety from fire and explosions. DSEAR puts duties on employers and the self-employed to protect people from risks to their safety from fires, explosions and similar events in the workplace, this includes members of the public who may be put at risk by work activity. Fuel vapour with air exposed to a spark or flame will ignite causing a fire. Every effort must be made to prevent fuel spillage and subsequent vapour escape. Aviation gasoline (AVGAS) is extremely hazardous unless handled correctly. Jet A-1, although having a higher flashpoint than gasoline, also requires safe handling to avoid hazardous situations. The fuelling of aircraft shall only be carried out on approved and intercepted areas. As a general guide, fuelling areas should be sited to avoid bringing fuelling equipment or aircraft fuel tank vents to within 15 metres of any building. During fuelling operations, air and fuel vapour are displaced from the aircraft fuel tanks. This potentially explosive vapour is expelled via vent points. The fuelling zone should be regarded as extending not less than 6 metres radically from the filling and venting points on the aircraft and the fuelling equipment. A clear path must be maintained to facilitate the expeditious removal of the Fuelling vehicle and fuelling equipment should be positioned so that there is no requirement for vehicles to reverse before departure. All vehicles and equipment must be positioned to allow the unobstructed exit of persons from the aircraft in an emergency. All staff involved with refuelling operations shall be trained in firefighting and given regular fire drills. In particular, these staff shall be familiar with the operation of fire extinguishers. General procedures for the prevention of spark generation or naked flames near the Airport aprons or fuelling facilities are as follows: i. No smoking or carrying of matches or lighter. 194

196 ii. Prevention of electrostatic sparks by careful bonding of fuelling equipment to aircraft. iii. Equipment must be fit for purpose and well maintained. iv. No fuelling whilst aircraft engines are running v. No fuelling whilst anti-collision beacons are operating on aircraft. vi. All electric equipment including, radios and mobile phones, and their cable connections used within the fuelling zone should be certified for use in such an environment. vii. Fuelling personnel must wear anti-static clothing and footwear with no exposed iron or steel studs, nails or tips. viii. Photographic flash bulbs or electronic flash equipment must not be used within 6 metres of the fuelling equipment or any filling or venting points of the aircraft. Overall Fuel Management The Airside Trainer and Compliance Controller is responsible for the management of the fuel farm in accordance with CAP 748, JIG, Dangerous Substance and Explosive Atmosphere (DSEAR) Regulations and the ANO. The ATCC will take in to account the potentially hazardous nature of fuelling operations and liaise with aircraft operators and Refuellers to ensure that adequate instructions, risk assessments, safety measures and emergency procedures are established, maintained and subject to regular audit. The duty refueller is responsible for the day to day safe and efficient operation of the fuel farm. Jet A1 F35, Jet A1 F34 and Avgas are available. Fuel Reception, Storage, Quality Control & Delivery The Airside Trainer and Compliance Controller is responsible for the administration of the fuel installation and for ensuring that the following requirements are met: The bonding device and electrical grounding check is to be carried out weekly. Adequate labels are maintained on the dispense pumps (Avgas 100LL and Jet A1) and on the bulk delivery inlet and outlet pipe work. Quality control checks are carried out daily both visually and using the dipstick, water paper and detector capsules (Jet A1 only). Any water detected is to be pumped out from the tank. Quality control checks are completed daily on a fuel sample taken from the dispense pumps and tank bottoms. The sample is to be collected in a bonded stainless steel bucket and tested with water paper and detector capsules (Jet A1 only). Filter checks on the inlet and dispense pipes and hoses are to be completed weekly. Recording the grade, quantity and date of all aviation fuel delivered to the Airport. Recording the grade, quantity and date and time of all fuel deliveries to the aircraft. Recording all samples taken together with the results of tests and retaining samples for seven days. 195

197 Logging all maintenance and cleaning operations to the preventative maintenance schedule Safeguarding all records for a minimum period of 6 years. Maintaining a close review with suppliers on matters of fuel handling, developments in fuel technology and pricing of fuel lubricants. Ensuring that when informed by ATC, that a departing aircraft has suffered an accident OR made a precautionary landing, records are checked so as to ascertain whether or not the aircraft refuelled at NQY prior to departure. In the event that it has refuelled at NQY, then a fuel sample MUST be obtained from the appropriate installation and stored with daily samples pending instructions from the AAIB. For further detailed procedures of fuel reception, storage, quality & delivery refer to the Fuel Management; Bulk Fuel Installation Operating Manual, Aviation Fuel Quality Control and Operating Procedures. Refuelling with Passengers on Board The Aircraft operator may allow passengers to embark, disembark or remain on board during fuelling operations provided the following procedures are followed: Fixed wing aircraft with a seating capacity of less than 20 will not be fuelled with passengers on board. For aircraft with a seating capacity of greater than 20, captain, cabin attendants, passengers and other responsible staff shall be warned that fuelling will take place. The ARFFS will not attend during refuelling unless specifically requested by the aircrew and/or handling agent The aircraft illuminated NO SMOKING signs should be lit together with sufficient interior lighting to enable emergency exits to be identified. Such lighting should remain on until fuelling operations have been completed. The FASTEN SEAT BELT sign should be switched off and passengers should be briefed to unfasten their seat belts. Provision should be made via at least two of the main passenger doors or the main passenger door plus one emergency exit when only one main door is available, and preferably at opposite ends of the aircraft for the safe evacuation of passengers in the event of an emergency. Throughout the fuelling operation these doors should be constantly manned by a cabin attendant. Ground servicing activities and work within the aircraft, e.g. catering, cleaning should be conducted in a manner that they do not create a hazard or obstruct exits. Inside the aircraft cabin the aisles, cross aisle, all exits areas and exit access areas should be kept clear of obstructions. Access to and from areas where other slides may be deployed should also be kept clear. See Also, NQY Airport Aviation Fuel Quality Control and Operations Manual (Manual reference NAAFQCOM1) See Also, CAP 748 Aircraft Fuelling and Fuel Installation Management and publications issued by Joint Information Group (JIG) 196

198 Refuelling during Thunderstorm Activity Extra care and attention must be taken during periods when a thunderstorm warning is issued by the MET Office. The duty ATCO must advise RDS when such MET Office warnings are issued who in turn will notify the ASO and Refueller. Refuelling will be permitted to continue during the effective period of the weather warning; however refuelling will be suspended upon notification from the duty ATCO to RDS a thunderstorm is within the vicinity of the aerodrome Refuelling will recommence upon notification from the duty ATCO to RDS a thunderstorm is no longer within the vicinity of the aerodrome. The duty refueller should contact duty ATCO should any doubt exist before commencing refuelling operations during an active Thunderstorm warning issued by the MET Office. Helicopter Rotors Running Refueling Procedures Rotors running refueling procedures are only permitted for mission critical and approved training operations. Rotors running refueling is to be carried out in designated areas as determined by ATCO. Whenever rotors running refuelling is taking place the ARFFS are to be notified and vehicle or vehicles manned in accordance with ARFFS Operational Procedures. The ARFFS are to be notified when refuelling is complete so that the fire crews may resume normal standby levels. Rotors running refueling must only be carried out by trained personnel. Fuelling and De-Fuelling in Hangars Fuelling activities inside hangars are only permitted in circumstances where it is not possible for the operation to take place in the open air. The operator requesting the service is responsible for providing a DSEAR Risk Assessment for the activity. Under no circumstances is fuelling or de-fuelling of AVGAS to take place inside any hangar or any other building. The ARFFS is to be in attendance, positioned outside the building and a charge may be levied. 197

199 2.15 ASI 15 Adverse Weather Strong wind conditions can give rise to hazards from windblown items and in very strong winds; there is a possibility of structural damage to aircraft. The principle threats are of engine ingestion or airframe damage to aircraft parked on stands, and using the movement area. Large objects can be blown by strong winds. There is also the danger of personal injury and damage to airside equipment. Strong Wind Warnings When the Met Office issues a strong wind/gale warning; the details will be passed to ATC, who will inform the Aircraft Operators & the Airport Company along with a validity period. Responsibilities in Strong Winds Operators, handling agents and staff working airside must take the following actions when a strong wind warning has been issued or when a strong wind is experienced: Extra vigilance must be exercised to prevent accumulations of FOD and to ensure that all loose items are removed or safely stowed [plastic bags, plastic containers and sheeting are a particular threat to engine ingestion in all areas of the airfield]. Action must be taken to ensure that covers are securely fastened on all waste containers. All ground equipment and vehicles on the aprons, not in immediate use, must be parked in secure areas with parking brakes applied. Equipment in use must be secured with parking brakes set. Equipment without parking brakes must be chocked or removed. Large items of equipment that are vulnerable to winds, such as empty freight containers, must be secured to a fixed object or removed to the protected area. All loose items in contractor s work areas must be secured or removed. Staff observing any obstruction or equipment moving in the wind, irrespective of ownership must take action to secure it. Ground handling staff should take special precautions when handling aircraft and should refer to the aircraft Company s operations manual for specific guidance. Ground handling staff should be aware that some aircraft hold doors shall not be opened during strong wind conditions. Rubbish and equipment that is normally temporarily placed on the stand, such as bagged waste, must be removed or securely stored once removed from the aircraft. Any items of FOD being blown by the wind shall be retrieved where practicable, but should not endanger personal safety. Positioning Aircraft operators who require positioning their aircraft into wind should advise Ramp and Dispatch Supervisor. Aircraft Operators are responsible for issuing instruction on the limiting wind speed for the towing of their Company s aircraft. 198

200 Cancellation of Strong Wind Warnings If strong winds have subsided, or are no longer expected, a cancellation message will be passed to all operators and handling agents, otherwise the strong wind warning will cease at the end of the stated validity period. Refuelling During Thunderstorm Activity See REF ASI

201 2.16 ASI 16 - Aircraft Pushback Procedures Aircraft Pushback Procedures In aviation, pushback is an airport procedure during which an aircraft is pushed backwards away from an apron stand by external power. Pushbacks are carried out by special, low-profile vehicles called pushback tractors or tugs. Although many aircraft are capable of moving themselves backwards on the ground using reverse thrust (a procedure referred to as a powerback), the resulting jet blast or prop wash may cause damage to the terminal building or equipment. Engines close to the ground may also blow sand and debris forward and then suck it into the engine, causing FOD damage to the engine. A pushback is therefore the preferred method to move the aircraft away from the apron stand. When Requested to Perform an Aircraft Pushback Prior to performing the task, you must ensure you are familiar with the aircraft type you are being asked to push and you have the minimum amount of trained staff to assist you. Please ask your supervisor for any clarification you need including correct PPE or request to review the company risk assessment prior to performing the task. The task will be performed by two trained operatives; Aircraft Pushback Operative Aircraft Headset Operative A 3 rd operative may act as a wing walker if the task is within a confined space such as hangars or stand the pushback operative is not familiar with Aircraft Tug Equipment Check When selecting a tug for pushback it is important that the tug is of adequate capacity, sufficient weight and meets the tug manufactures recommended drawbar pull to accommodate the weight of the aircraft required to be pushed back. Before using the selected aircraft tug, a vehicle daily check must be completed and recorded. Tow Bar, Radio and Headset Equipment Check Select the correct tow bar for the aircraft type. Before using the selected aircraft tug, radio and headset an equipment daily check must be completed and recorded. Where fitted, you must ensure the shear pins are free and the hydraulic pump is in a serviceable condition. Should you be asked to use 3 rd party equipment, please ask the airline operator or duty engineer to provide the tow bar maintenance records prior to using the equipment. 200

202 Connecting the Tow Bar to the aircraft The pushback operative must obtain permission from the flight deck For the steering bypass pin to be inserted, or the aircraft s steering nose gear or the torque links to be disconnected, (as applicable to aircraft type). And then to connect the tow bar to the aircraft. Once connected to the aircraft, the tow bar is then connected to the tug, taking care that this operation is performed slowly and safely, without risk of damage to the aircraft s nose leg or injury to staff. Prior to Pushback The headset operative shall: - Connect headset to the aircraft intercom system Commence walk around check list in a clockwise fashion. They will ensure all ground equipment has been removed or disconnected from the aircraft and all doors and hatches are closed and secure. Ensure engine in-takes are clear and then confirm with the pushback operative that the brakes are set on the tug before the chocks are removed from the aircraft wheels. The intended pushback pathway is clear of equipment, vehicles, personnel, or other aircraft and the area around the aircraft is free from foreign objects that could cause damage to aircraft tyres or aircraft engines if ingested. The headset operative shall make contact with the flight crew via the headset. A headset is to be used for this where there is provision In the event of an over-head electrical storm, the headset operator must revert to the use of hand-signals to the flight crew and the headset be removed from the aircraft during adverse electrical storm weather conditions). Aircraft Pre Departure Checks - Headset Operative and Flight Crew The headset operative must follow the check list as detailed in the Aircraft Pre Departure Checks 201

203 A/C Pre Departure Checks (Head Set Procedures) FLIGHT TO GROUND GROUND TO FLIGHT FLIGHT TO GROUND Hello Ground Your Checks Please. Hello Flight Tug & Towbar Connected. Steering BY- PASS PIN Inserted (or steering torque links disconnected). All Doors & Hatches are Closed & Secure. Engine Intakes Clear. Beacon Rotating. Chocks Removed. Please can you confirm in the direction you will be departing from (IE: Runway in use) 12 or 30. (Repeat this back to them). GROUND TO TUG DRIVER Hold one finger on your nose and point with your other hand the direction of which the A/C Wishes to be pointing in at the end of the push. GROUND TO FLIGHT FLIGHT TO GROUND Standing by for brakes to be released. Thank You Ground The Brakes are Released. GROUND TO TUG DRIVER Show open Hand with Fingers Extended (IE: Brakes Released) Wave them on. FLIGHT TO GROUND GROUND TO FLIGHT Are we clear to start Engines (normally No 2 first, then 1) Subject to A/C type and number of engines. Clear on Two / One GROUND TO TUG DRIVER Let them know that the A/C Engine is about to start and AND WINGMAN what one. During the Pushback the Aircraft Pushback Operative shall Respond to any signals given by headset person (or wing walker if applicable) Keep the tug s speed at a steady smooth pace throughout the pushback, remembering that the headset person has to walk alongside the aircraft. Take care not to exceed the aircraft s maximum nose gear steering limitation Consideration must be given where grass areas border taxiways so that the aircraft s undercarriage is not pushed onto the grass and therefore sink onto the soft surface or create a FOD issue Avoid harsh brake application; always brake gently, gradually slowing down preventing any sudden jerking movements and therefore reducing the risk of a tow-bar shear pin breaking. Always be alert and ready to react in the event of a tow-bar shear pin breaking, or any other emergency that could arise. 202

204 Completing the Pushback When the aircraft has been pushed back sufficiently and is considered to be in a safe position, the tug and aircraft are gently and gradually slowed down until the aircraft has stopped with the tug; tow bar and aircraft are all in line and straight. Push Back Completed Check List TUG DRIVER TO GROUND GROUND TO TUG DRIVER GROUND TO FLIGHT FLIGHT TO GROUND GROUND TO FLIGHT FLIGHT TO GROUND GROUND TO FLIGHT OBSERVE for the BRAKES SET from the TUG DRIVER This sign is normally achieved by clenching hand into a fist and holding your arm up, to be seen by the headset operative. Repeat this sign back to the tug driver to confirm Brakes Set. Set Park Brake please. Brakes are Set Clear to disconnect. TUG, BAR, PIN disconnected (FLIGHT may ask you to confirm steering lock in) Answer yes or give hand signal. Thank you goodbye (Normally they will say see you on the LEFT) Goodbye (Then walk out REMEMBERING to show the PIN / Flag to the A/C) Sequence of disconnection of Tug / Bar / Pin from the Aircraft Once the Push Back of the Aircraft is complete and the brakes have been applied, the headset operative will speak to the flight crew. The headset operative will then place a single chock in front of the nose wheel of the aircraft. The headset operative if necessary will lower the wheels on the tow bar to the ground, (on some tow bars this is not required). The headset operative will then remove the large pin at the push back tug end, which connects the tug to the bar. The tug driver will reverse the tug back approximately 1 meter, and stop. The headset operative will then disconnect the head of the bar from the nose wheel of the aircraft, then walking the bar back and re-connecting this back onto the tug. The tug driver will then start to reverse back slowly but not leaving the headset operative behind (this is so the flight crew are aware of activity still under the front of the aircraft). Then headset operative will then return to the front of the aircraft and finally disconnect the by-pass pin (not on all aircraft) then the headset, making sure to 203

205 close any hatches, and finally remove the chock from the nose wheel of the aircraft. The headset operative and the tug driver will then leave from the front of the aircraft together (normally off to the left hand side unless otherwise agreed). The headset operatives will then turn and show the flight crew the pin with the flag (not on all aircraft). The flight crew will normally give a thumb up followed by a wave goodbye, ground can repeat this back. The headset operative and the tug driver must wait until the aircraft taxis off, in case of any further instructions given by the flight crew. Emergency Procedures Shear Pin Failure If during pushback the tow-bar shear pin(s) break and the tow-bar becomes completely detached from the aircraft, the tug should stop and the tug driver signal to the headset person, to effect the application of the aircraft brakes. If, however, a shear pin breaks and the tow-bar remains attached to the aircraft, the tug should be slowed down gradually until tug and aircraft are completely stopped, then the tug driver can provide the appropriate signal for the aircraft brakes to be applied. In either case, a replacement tow-bar will be required before continuing with the pushback. Aircraft Tug or Tow-Bar Failure during Pushback In the event of aircraft tug or tow bar failure during pushback, the tug operative shall signal to the headset person, to effect the application of the aircraft brakes. The headset operative shall inform the flight deck. A replacement tow-bar or push back tug will be required before continuing with the pushback. Unsafe Pushback In the event of either the headset operative or push back operative not being happy with the pushback in progress, the tug operative shall signal to the headset person, to effect the application of the aircraft brakes. The headset operative shall inform the flight deck and advise that the aircraft will be towed forward prior to the pushback recommencing. Safety Reporting In the event of any safety event, please inform your supervisor who will then inform the TDM or on call senior manager. All reported safety occurrences shall be recorded by using the appropriate form. 204

206 2.17 ASI 17 - Waste Management Strategy and Policy Information On the airfield, waste arises from many activities and needs to be disposed of accordingly. Responsibility If you produce or handle any waste at all at work, then you are legally responsible for ensuring that it is disposed of correctly. Introduction A Waste Management Strategy for Cornwall Airport Newquay was commissioned by Cornwall Council and published in The recommendations therein are included in this action plan where appropriate. Environmental Strategy Cornwall Airport Newquay s ' environmental strategy is that which is set out in a supporting annex to the Airport Masterplan entitled 'Sustainability and environmental Management Strategy (SEMS).This document has been designed to be a living document that will be updated as the Masterplan proposals are taken forward or amended. The SEMS includes the commitment to produce, monitor and review a number of Management Plans of which this Waste Management Action Plan is one example. The action plan manages waste arising from Cornwall Airport Newquay operations through reducing, reusing and recycling materials where possible along with an aspiration to recover energy from waste in preference to land-filling. Our stated waste management objective is ultimately 'to send zero waste to landfill and to minimize the overall carbon impact of the waste management system as far as practicable' though it is recognized that there are a variety of potential development options that will produce a wide range of waste streams, including demolition wastes from construction and an increase in more general waste during other development such as, paper, cardboard, fuel and flight waste. The impact of these will be minimized wherever possible. These development activities will also present significant opportunities for material reuse for example, using material excavated during construction as fill for access tracks to navigational installations and preferential use of recycled materials within the fabric of new buildings. The Waste management plan objective for Cornwall Airport Newquay will be: Review and publish a Waste Management Action Plan at a frequency of not greater than 2 years. The action plan will describe Cornwall Airport Newquay's approach to the management of waste arising from its own activities and that of its commercial partners and tenants. In all cases the emphasis will be on reducing the volume of waste going to landfill. 205

207 Monitor and report annually on: Total waste arising (tonnes) Waste per passenger. Percentage reused - recycled. Percentage disposed to energy. Percentage disposed to landfill. The actions within this plan detail our approach and priorities to minimise waste at its source and to improve the way in which we manage waste. Our general approach to waste management is firstly to comply with all relevant legislation and further to manage waste in line with the waste hierarchy as described in 'The Waste (England and Wales) Regulations 2011'. The waste hierarchy ranks waste management options according to what is considered best for the environment. In achieving its aims Cornwall Airport Newquay will: Ensure that any waste services contractors employed by them are able to meet the airports aspirations in regard to its waste. Take action, whether direct or advisory, to reduce the quantity of waste produced. Reuse, repair or refurbish Items where possible. Recycle as much waste material as is practicable. Ensure that the best possible systems for waste management are incorporated into future developments at the airport. Current Situation There is currently a system of segregation that facilitates limited recycling at the airport. The wastes produced on site can be categorized as: General Domestic Waste. Cardboard and Paper. Hazardous waste such as interceptor and Fuel Wastes (including aqueous fuels and contaminated items). International Waste is stored, transported and dispose of in line with DEFRA guidelines Review current waste practices by carrying out a physical audit of provisions for waste around the entire site. Ensure that our chosen waste services contractor has the capability to help us achieve our waste management objectives and that we can review any contract should they fail to meet their obligations. Adopt, where possible, a procurement policy which favours products or services which are themselves a product of recycling or recycled materials. Introduce systems to monitor progress and compile reports. 206

208 Influence commercial partners and tenants, including airline operators, to operate in line with our waste management policies. Develop a waste management actions matrix to maintain a record of specific needs identified and actions required for individual areas of the airport. The future for waste management north of the runway at Cornwall Airport Newquay is primarily dependent on the growth of passenger traffic and the speed at which that growth occurs. The waste strategy and facilities will have to be reviewed regularly to ensure that they remain fit for purpose. A further strategy will have to be written for the development zones to the south of the runway prior to them becoming active. These zones will be the locations for newbuild developments which will almost certainly be required to reach at least BREEAM Very Good status so will probably involve the inclusion of some form of anaerobic digestion or energy recovery systems. These systems would be incorporated into the airport waste management system as a whole. 207

209 2.18 ASI 18 Aircraft Washing Approved Washing Locations In order to prevent pollution of local rivers and streams, the detergent and water used in aircraft washing needs to be contained. For this reason the washing of aircraft, vehicles and equipment is restricted to the following locations where special drainage systems are installed and appropriate approvals obtained from the Environmental Agency guidance EA PPG 13 Alpha Apron Foxtrot Apron Golf Apron Hotel Apron NH2 Skybus Hangar NB - The washing of vehicles and equipment in landside areas is also restricted to designated locations. Approval Any organisation/person requiring to wash an aircraft must obtain permission from Duty Ramp & Dispatch Supervisor. In the event that washing can be approved, a location is to be agreed Freezing Conditions The Ramp & Dispatch Supervisor may refuse permission to wash aircraft when freezing conditions exist or are forecast. This is necessary to prevent apron-icing hazard. 208

210 2.19 ASI 2.19 Aerodrome Inspection Regime Safety Inspections Safety inspections at NQY will cover operations on the aerodrome as well as specific checks on the movement and airfield areas, and will focus on safety and the serviceability of the facilities. Inspections will be undertaken as follows. Runway Inspection It is a requirement at NQY that the runway and taxiway be inspected to ensure that the surface complies with the criteria for use by aircraft. The runway is required to be free from FOD, wildlife, the pavement is in an acceptable state of repair, and access and egress is unimpaired. These following instructions lay down the procedures to be adhered to by all personnel, who must be trained and proficient, to carry out these tasks. Areas to be Inspected The areas to be inspected include the runway, taxiways, and all other paved areas used by aircraft. The full airfield inspections shall be carried out, daily prior to the first aircraft movement, and at dusk. This dusk inspection will include a check on the serviceability of the aerodrome and obstruction lighting visible from the paved areas. Inspecting Personnel Trained Air Traffic control staff will carry out the pre-opening inspection and the dusk inspection including a visual serviceability inspection of the Aeronautical Ground Lighting. At all other times runway/taxiway inspections must be carried out by suitably trained personnel. Vehicular Requirements It is imperative that when carrying out a runway and taxiway inspection a suitable vehicle is used. During daylight hours most vehicles with good all round visibility are acceptable. At night any vehicle used should be fitted with sufficient lighting to enable the operator to observe the maximum width of the area being inspected. All vehicles used must be fitted with suitable radio communications. 209

211 Inspection Regime and Requirements Prior to commencing a runway inspection, permission must be obtained initially from the ATC on UHF Channel One. The standard Runway inspection routine consists of checks and observations of the following: Checks that all the taxiway and runway markings are visible and in good order. That all paved areas are in good repair and free from FOD and other loose materials. Also any potential hazard is controlled prior to it becoming relevant. A visual inspection of all airfield lighting, looking for any signs of damage and correct serviceability Visual inspections for spillages (contaminants oils etc.) should be undertaken Temporary obstructions on or near the runway and taxiway areas used by aircraft are properly marked and/or lit. Holding boards, traffic signs, boundary markers, etc. are serviceable and in position. The following parameters will be incorporated within the runway inspection regime as detailed above: Surface conditions will, in the case of bad weather, be subject to reactive inspections, as and when the weather occurs. Runway fittings shall be subject to a weekly visual inspection. When changed the fittings are installed with nylon locking nuts and torqued appropriately. Signage should also be subject to an inspection post extreme weather. Rubber contamination inspections should be undertaken as part of the weekly inspection The inspection should be carried out in a vehicle and driven at a speed suitable for the task but no more than 30 mph. If in the event of the inspection being interrupted by an aircraft movement, the inspection should be re commenced at a position behind where the interruption occurred. Special attention should be made to any areas where contractors have been working to ensure that they are clear of all materials and equipment. Also that any materials left on site does not and will not become a hazard if left unattended, and that the said materials do not infringe any height restrictions etc. in the area. On completion of the inspection, ATC must be notified that the area has been vacated. 210

212 Additional Inspections Additional inspections of all or part of the runway/taxiway are to be made by ATC or their delegated representative after: An incident or suspected incident on the runway/taxiway involving tyre failure, aircraft structural failure or, in the case of turbine engine aircraft, engine malfunction; any incident that is likely to result in debris being left in a hazardous position; debris is reported on the runway/taxiway; any work on the movement area has been completed; a chemical/oil spillage is reported; and before any aircraft are allowed to use the affected area, even though delays to aircraft may occur. Reporting and Recording Inspections On completion of all runway inspections the information gathered should be entered in the Runway Inspection log Unserviceability s are to be recorded/reported to the Air Traffic Control. Pavement faults are recorded on the NQY internal database. If the unserviceability causes any part of the Runway/Taxiway to be unsafe for operations, the Watch Supervisor will close or restrict access to that part of the aerodrome until the fault is rectified. The ATC Watch Supervisor will undertake any NOTAM action, and/or revised Declared Distances. Any lighting faults are to be reported to the duty AGL Technicians for rectification and recorded on the Airfield Ground Lighting fault log. Copies of the inspection forms are appendixed to this ASI Training When conducting training for personnel to perform runway inspections additional reading and instructions may be found in the following publications: Aerodrome Manual Wildlife Hazard Control Plan Emergency Plan Aircraft Recovery MATS Pt 1&2. Aerodrome Manual Airside Vehicle Operating Procedures Aerodrome Manual Airside Driving Permits Aerodrome Manual Airside Accident Reporting Procedures Aerodrome Manual Airside Safety Measures 211

213 Airfield Inspections In order to achieve compliance with the statutory duties laid on the Airport Company under both EASA and Health and Safety legislation, it is essential that the aprons, as a major part of the infrastructure, are kept in a reasonable state of repair. Daily airfield inspections are carried out by the A RFFS as part of the Wildlife Management Patrols, who are constantly patrolling the airfield during daylight hours. A second tier of inspections is carried out by the Buildings & Project Manager who will conduct an in depth inspection of all areas of the airfield on a weekly basis. This task may be delegated to another competent individual. A third tier of inspections is carried out by the Accountable Manager in conjunction with a competent engineer, who will conduct further in depth inspections of all areas of the airfield on an annual basis. Movement Area Inspections A runway and taxiway inspection is carried out by Air Traffic Control (ATC) twice daily, prior to opening and before dusk. This inspection is recorded in the ATC Watch Log. The inspection procedure will be undertaken in accordance with MATS Part 1 & 2. The state of the runway surface with regard to weather contamination is reported in accordance with Inclement Weather procedures contained within MATS Part 2. Inspection to additionally include blast pads (30m stopways) at each end of the runway and de-lethalised areas within the Clear and Graded Area around the runway. NOTAM action if required will be taken in accordance with MATS Part 2. Requests for apron/runway/taxiway sweeping and the removal of litter are referred to the Ramp & Dispatch Supervisor. It is the responsibility of all Airport and tenant company staff to remove any litter, which they may discover in those parts of the Aerodrome Movement area to which they have access. Aerodrome Ground Lighting Inspections All Aerodrome lighting inspections are co ordinated by the Airfield Ground Lighting Section of the Airport Company in accordance with the AGL Procedures Manual. Any lighting faults are to be recorded on the Airfield Ground Lighting fault log. 212

214 Rectification and Planned Maintenance Details of all airfield works carried out by third parties will be managed via the company Permit to Work Scheme and notification passed to ATC and Terminal Duty Manager. Planned maintenance carried out by trained airport personnel shall be planned and notified in advance to ensure business continuity. All works will be in consultation with the responsible manager, ATC and Terminal Duty Manager by following approved method statements and risk assessments. NOTAM action, if necessary, is to be taken by the ATC Watch Supervisor in accordance with MATS Part 2. Arrangements for bad ground and temporary obstruction markers, if required, will be made by the Airport Operations Manager. Note: The responsibility for ensuring that bad ground and obstruction marking is accomplished in line with EASA requirements rests with ATC Aerodrome Surface Conditions The asphalt runway at NQY has been found to have good friction characteristics and resists friction degradation from modest levels of rubber build up. Friction Readings are taken by grip testers operated by the ARFFS. Friction Classification and Monitoring Surveys are carried out by the ARFFS and give compliance with EASA Regulation. A detailed pavement inspection including review of markings of functional condition shall be undertaken at periods not exceeding 4 years and a detailed structural evaluation shall be undertaken at periods not exceeding 8 years. Aerodrome Interceptor Maintenance All aerodrome interceptors are maintained by an approved contractor 213

215 AIRFIELD INSPECTION CHECKLIST Date Runway & Taxiway Surface Integrity Edge Markings Satisfactory or X Fault Number Comments TDZ Markings Rubber Build up Runway Holding Points Intermediate Holding Points Signage Obstructions (Weeds, etc.) Edge Lighting Obstructions (Weeds, etc) Location of MABS AERONAUTICAL GROUND LIGHTING Stopbars Taxiway centerline lighting Taxiway lead off/on lights Runway edge and centerline TDZ Signage Visibility & Serviceability Inspection carried out by: Name Signature 214

216 2.20 ASI 20 Stand Closures & Restrictions The requirement to close or restrict an Aircraft Parking Stand will arise for a number of reasons, which can be categorised as routine or reactive. All routine stand closures for work in progress will be managed through the companies permit to work scheme and the closure enforced on a procedural basis with notification issued in advance. Reactive closures may occur as a result of a spillage or incident, where it becomes unsafe to continue using the stand. The Ramp & Dispatch Supervisor must be informed to allow for changes to be made to the stand plan to accommodate the closure. The Ramp & Dispatch Supervisor will notify ATC and the On-Call Senior Manager who shall make arrangements to rectify the problem. Confirmation of closure will be made to inbound aircraft by ATC via NOTAM and the Ramp & Dispatch Supervisor to other staff members or departing aircraft that may be affected. Prior to bringing the stand back into use the stand shall be inspected by a proficient person in accordance with the aerodrome inspection regime and declared safe to use. 215

217 2.21 ASI 21 Carbon Reduction Policy Commitment 216