· 20180701 manchester airport aerodrome manual v2 not valid after 31/12/2018- uncontrolled when...

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20180701 Manchester Airport Aerodrome Manual v2 Not valid after 31/12/2018- UNCONTROLLED WHEN PRINTED/DOWNLOADED 1

Part A- General


Part A- General

Editor Manchester Airports Group

Department Airfield Operations, Safety & Compliance

Department

Owner

Chris Wild

Head of Airfield Operations

Document

Administrator

Ella Howson

Technical Administrator

Address 5th Floor Olympic House,

Manchester Airport

Manchester

M90 1QX

Email [email protected]

Tel 0161 489 5035

Website http;//www.manchesterairport.co.uk/ops

mailto:[email protected]


Part A- General

Contents Part A General ........................................................................................................... 12

INTRODUCTION ............................................................................................................ 13

1. PREFACE ............................................................................................................. 13

2. PURPOSE OF THE AERODROME MANUAL ............................................................ 13

3. AERODROME MANUAL STRUCTURE ..................................................................... 13

4. AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE .............................. 13

5. AMENDMENTS .................................................................................................... 14

6. CONDITIONS OF USE OF THE AERODROME ....................................................... 14

7. OBLIGATIONS OF THE AERODROME OPERATOR ................................................. 14

8. GLOSSARY- TERMS & CONDITIONS ..................................................................... 16

9. ABBREVIATIONS .................................................................................................. 19

10. BIBLIOGRAPHY ................................................................................................... 24

11. NAME AND ADDRESS OF AERODROME ............................................................... 25

12. NAME AND ADDRESS OF CERTIFICATE HOLDER ................................................... 25

13. LEGAL POSITION REGARDING AERODROME CERTIFICATION ............................... 25

13.1. Certification Requirement ...................................................................................... 25

13.2. Certificate Compliance ......................................................................................... 25

13.3. Use of the Airport ................................................................................................. 25

13.4. Types of Operations Permitted ............................................................................... 26

Part B- Safety Management System .................................................................................. 1

1. OVERVIEW ............................................................................................................ 2

1.1. Scope ................................................................................................................... 2

1.2. Context ................................................................................................................. 3

1.3. Principles............................................................................................................... 3

2. SAFETY POLICIES & MANAGEMENT STRUCTURES ................................................... 4

2.1. Manchester Airport Airfield Safety Policy .................................................................... 4

2.2. Key Safety Post Holders ........................................................................................... 5

2.3. Exceptional Circumstances ...................................................................................... 6

2.4. Key Aerodrome Post Holders ................................................................................... 6

2.5. Management Reporting Structures ............................................................................ 8

2.5.1. Manchester Airport ................................................................................................. 8

2.5.2. Manchester Airport Leadership Team ........................................................................ 9

2.5.3. Manchester Airport Operations .............................................................................. 10

2.5.4. Airfield Operations ............................................................................................... 11


Part A- General

2.5.5. Airfield Planning ....................................................................................................... 11

2.6.6. Operational Risk & Assurance .................................................................................... 12

2.6.7. Fire, Emergency Services & Security ............................................................................ 12

2.6.8. NATS (ATC) ............................................................................................................. 13

2.7. SAFETY ACCOUNTABILITIES & RESONSIBILITIES ......................................................... 14

2.7.1. Divisional Chief Executive Officer ............................................................................... 14

2.7.2. Chief Operating Officer ............................................................................................ 15

2.7.3. Operations Director (Accountable Manager) ................................................................ 16

2.7.4. Asset Management Director ....................................................................................... 17

2.7.5. Asset Management Services Director ........................................................................... 18

2.7.6. Head of Emergency Services & Security ....................................................................... 19

2.7.7. Head of Asset Optimisation ....................................................................................... 20

2.7.8. Head of Airfield Operations ....................................................................................... 21

2.7.9. Head of Airfield Strategy & Programmes ...................................................................... 23

2.7.10. Airfield Duty Managers .............................................................................................. 24

2.7 COMPETENCY & FITNESS FOR DUTY........................................................................ 25

2.7.1. Competency ............................................................................................................ 25

2.7.2. Fitness for Duty ......................................................................................................... 25

3. SAFETY COMMITTEES .............................................................................................. 26

3.1. MAG Safety Committees ........................................................................................... 26

3.1.1. MAG Group Safety Board ........................................................................................ 27

3.1.2. Group Aviation Operations Board .............................................................................. 27

3.2. MA Aerodrome Safety Committees ............................................................................. 27

3.2.1. Health, Safety & Environment Board............................................................................ 27

3.2.2. Operational Safety Management Committee (OSMC).................................................. 28

3.2.3. Airfield Change Board (ACB) ..................................................................................... 29

3.2.4. Safety Performance Committee (A) .............................................................................. 30

3.2.5. Safety Performance Committee (B) .............................................................................. 31

3.2.6. Airfield Safety Strategy Group .................................................................................... 32

3.2.7. Flight Operations Safety Committee (FLOPSC) ............................................................. 33

3.2.8. Local Runway Safety Team (LRST) ............................................................................... 34

3.2.9. Emergency Planning & Resilience Board ...................................................................... 35

3.3. Safety Committee Attendance .................................................................................... 37

4. SAFETY INTERFACES AND STAKEHOLDERS ................................................................ 38

4.1. National Air Traffic Services (NATS) ............................................................................ 38

4.2. Civil Aviation Authority (CAA) ..................................................................................... 38


Part A- General

4.3. External Emergency Services .................................................................................. 38

4.4. Service Partners .................................................................................................... 38

4.5. Other MA Departments ......................................................................................... 39

4.5.1. Environment ........................................................................................................ 39

4.5.2. Asset Management/Capital Delivery ....................................................................... 39

4.5.3. Terminal Engineering ............................................................................................ 39

4.5.4. Airside Bussing ..................................................................................................... 39

5. SAFETY TARGETS ................................................................................................. 40

5.1. Safety Improvement Plan ....................................................................................... 40

6. EMERGENCY PLANNING ..................................................................................... 41

7. DOCUMENT AND DATA MANAGEMENT .............................................................. 42

7.1. Types of Documentation and Notices...................................................................... 42

7.2. Document Owners ............................................................................................... 43

7.3. Issue Methods ...................................................................................................... 43

7.3.1. Amending of Controlled Documents ....................................................................... 43

7.3.2. Operational & Administrative Changes ................................................................... 44

7.3.3. Email Address ...................................................................................................... 44

7.4. Changes to Regulatory Documentation ................................................................... 44

7.5. Aeronautical Data Quality [ADQ]........................................................................... 44

7.6. The Recording of Aircraft Movements...................................................................... 44

7.7. Record Keeping ................................................................................................... 45

8. SAFETY RISK MANAGEMENT ................................................................................ 46

8.1. Introduction ........................................................................................................ 46

8.1.1. Definitions and Terminology .................................................................................. 46

8.2. Safety Risk Management Methodology .................................................................... 47

8.2.1. Objective ............................................................................................................ 47

8.2.2. Requirement ........................................................................................................ 47

8.2.4. Responsibilities ..................................................................................................... 47

8.2.5. The System Risk Management (SRM) Process ........................................................... 48

8.2.6. Risk Assessment Methodology - Guidance ............................................................... 55

8.2.7. References ........................................................................................................... 58

9. AIRFIELD SAFETY REPORTING & INVESTIGATION................................................... 59

9.1. Airfield Occurrence Reports ................................................................................... 59

9.2. Mandatory Safety Reporting ................................................................................... 59

9.3. Reporting Procedures ............................................................................................ 59

9.4. Incident / Accident Investigation ............................................................................. 60


Part A- General

9.5. Follow Up Actions ..................................................................................................... 60

9.6. Categorisation of MOR Incidents ................................................................................ 60

9.6.1. Definitions ............................................................................................................... 60

10. SAFETY PERFORMANCE MONITORING .................................................................... 62

10.1. Safety Severity Categorisation .................................................................................... 62

10.2. Safety Surveys.......................................................................................................... 65

11. CONTRACTED ACTIVITIES ....................................................................................... 66

11.1. ILS Inspections .......................................................................................................... 66

11.2. Compass Swing Facility ............................................................................................. 66

11.3. Aerodrome Survey Data and Treatment of Obstacles .................................................... 66

11.4. The Management of Air Traffic ................................................................................... 66

11.5. Aeronautical Ground Lighting .................................................................................... 66

11.6. Navigational Aids ..................................................................................................... 66

12. COMPLIANCE MONITORING................................................................................... 67

12.1. Compliance Monitoring Categories ............................................................................ 67

12.1.1. Internal Compliance Monitoring ................................................................................. 67

12.1.2 Regulatory (EASA) Compliance Monitoring .................................................................. 68

12.1.4. Risk Based Compliance Monitoring............................................................................. 69

12.2. Third Party/Contracted Activity Complexity Triangle ...................................................... 69

12.2.1. Third Party / contracted organisations’ operational activities will be audited on a

performance and risk basis. ....................................................................................... 69

12.3. Compliance Monitoring Schedule ............................................................................... 70

12.4. Compliance Monitoring Process ................................................................................. 70

12.4.1. Non-compliance Categorisation ................................................................................. 71

12.4.2. Audit Outcomes ....................................................................................................... 71

13. SAFETY REPORTING ................................................................................................. 72

13.1. Open Reporting System ............................................................................................. 72

13.2. Safety Issue Reporting ............................................................................................... 72

13.3. Voluntary Safety Reporting ......................................................................................... 72

14. THE MANAGEMENT OF CHANGE ............................................................................ 73

14.1. Introduction ............................................................................................................. 73

14.1.1. Changes Requiring Prior Approval by Competent Authority ............................................ 73

14.1.2. Changes not Requiring Prior Approval by Competent Authority ...................................... 73

14.2. The Management of Change (Personnel) ..................................................................... 74

14.2.1. Requirement ............................................................................................................ 74

14.2.2. Responsibilities ......................................................................................................... 74

14.2.3. Direct Role Replacement ............................................................................................ 74


Part A- General

14.2.4. Merger of Roles .................................................................................................. 74

14.2.5. Guidance ........................................................................................................... 74

14.3. The Management of Change (System/Equipment/Procedure) .................................... 75

15. SAFETY COMMUNICATIONS ............................................................................... 77

16. SAFETY TRAINING & EDUCATION ........................................................................ 78

16.1. Manchester Airport Staff ........................................................................................ 78

16.2. Third Party Company Staff ..................................................................................... 78

16.3. External Groups ................................................................................................... 78

16.4. Human Factors .................................................................................................... 78

Part C- Particulars of Aerodrome Site ................................................................................ 1

AERODROME CHARACTERISTICS ...................................................................................... 2

1. LOCATION AND ELEVATION ................................................................................. 2

2. INS CHECKPOINTS ............................................................................................... 2

3. OBSTACLES INFRINGING STANDARD PROTECTED SURFACES ................................. 2

4. MANOEUVRING AREA SURFACES ........................................................................... 3

4.1. Runways ................................................................................................................ 3

4.1.1. Illustration of declared distances and Runway End Safety Areas- Runway 05L-23R .......... 4

4.3. Southside Taxiway System ........................................................................................ 7

4.4. Runway 05L/23R Links, Exits & Rapid Exit Taxiways ..................................................... 7

4.5. Runway and Taxiway Access Points ........................................................................... 8

4.6. Aircraft Stand Provision ........................................................................................... 9

4.7. Stand Design & Layout .......................................................................................... 11

4.8. Table of Facilities ................................................................................................. 12

4.9. Taxiway manoeuvring restrictions* .......................................................................... 15

4.10 Non-Compliances with EASA Certification Specifications ........................................... 16

5. AERODROME CHARTS & MAPS ............................................................................ 19

6. VISUAL AIDS ........................................................................................................ 21

7. GENERAL ............................................................................................................ 21

8. SIGNALS ............................................................................................................. 21

9. SURFACE MARKINGS ........................................................................................... 21

10. SIGNS ................................................................................................................ 22

11. VISUAL DOCKING GUIDANCE SYSTEM ................................................................ 22

12. AERONAUTICAL GROUND LIGHTING (AGL] ......................................................... 22


Part A- General

Part D- Particulars of the Aerodrome required to be reported to the Aeronautical Information Service 1

1. NAME AND ADDRESS ................................................................................................ 2

1.1. Name and Address of Aerodrome ................................................................................ 2

1.2. Name and Address of Certificate Holder ....................................................................... 2

5. GEOGRAPHICAL COORDINATES OF THE AERODROME REFERENCE POINT ................. 2

6. AERODROME ELEVATION AND GEOID UNDULATION................................................. 2

3.1. Elevation of Each Threshold and Geoid Undulation ........................................................ 2

3.2. Elevation of the Runway ends ....................................................................................... 2

3.3. Significant High and Low Points along the Runway .......................................................... 2

3.4. Aerodrome Reference Temperature ............................................................................... 3

3.5. Aerodrome Beacon ..................................................................................................... 3

4. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS .............................. 3

5. AERODROME DIMENSIONS ....................................................................................... 3

5.1. Runways .................................................................................................................... 3

5.1.8.1. Length, Width and Surface Type of Strip ....................................................................... 4

5.1.8.2. Runway End Safety Areas ............................................................................................. 4

5.2. Taxiways .................................................................................................................... 5

5.3. Aprons ...................................................................................................................... 5

6. VISUAL AIDS FOR APPROACH ..................................................................................... 5

6.1. Approach Lighting Type ............................................................................................... 5

6.2. Runway 05L/23R Provision .......................................................................................... 5

6.3. Runway 05R/23L Provision .......................................................................................... 5

6.4. Approach Slope Indicator ............................................................................................ 5

6.5. Marking and Lighting of Runways ................................................................................. 6

6.6. Marking and Lighting of Taxiways ................................................................................. 6

6.7. Apron Lighting............................................................................................................ 6

6.8. Light Intensity Control .................................................................................................. 6

6.9. Power Supplies for Aerodrome Ground Lighting ............................................................. 6

7. AERODROME SIGNAL, SIGNS AND MARKINGS ........................................................... 7

7.1. Signals ...................................................................................................................... 7

7.2. Taxi Guidance Signs ................................................................................................... 7

7.3. Markings ................................................................................................................... 7

7.3.1. Road Signs and Markings ............................................................................................ 7

7.4. Wind Sleeves ............................................................................................................. 7

7.5. Stands ....................................................................................................................... 7

7.6. Aprons ...................................................................................................................... 7


Part A- General

7.7. Taxiways ............................................................................................................... 7

7.8. Runways ................................................................................................................ 8

8. NAVAIDS .............................................................................................................. 8

8.1. Location and Radio Frequency of VOR Aerodrome Checkpoints .................................. 8

9. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES ................................. 8

10. GEOGRAPHICAL COORDINATES ........................................................................... 8

10.1. Threshold Runway Points ......................................................................................... 8

10.2. Taxiway Locations .................................................................................................. 9

10.3. Aircraft Stands .................................................................................................... 10

10.4. Obstacles ............................................................................................................ 14

11. PAVEMENT SURFACE TYPE & BEARING STRENGTH USING AIRCRAFT CLASSIFICATION

NUMBER ............................................................................................................. 15

12. PRE‐FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED AND THEIR ELEVATION . 15

13. RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES ........................... 15

14. CONTACT DETAILS OF AERODROME COORDINATOR FOR REMOVAL OF DISABLED

AIRCRAFT ........................................................................................................... 15

15. TERMINATION OF OPERATIONS .......................................................................... 15

16. RESCUE AND FIREFIGHTING ................................................................................ 16

16.1. Policy .................................................................................................................. 16

16.2. Compliance with Regulatory Requirements .............................................................. 16

16.3. Rescue and Firefighting Capability .......................................................................... 16

16.3.1.Manchester Airport RFFS Category 10 .................................................................... 16

16.3.3.On Duty MARFFS Personnel Structure ..................................................................... 17

16.3.4.Manchester Airport Fire Appliances on Immediate Response ...................................... 17

16.3.5.Manchester Airport Fire Spare Appliances ............................................................... 18

16.4. Safety Accountabilities .......................................................................................... 18

16.5. Depletion of RFFS................................................................................................. 18

16.6. Category of cover provided ................................................................................... 19

16.7. Alerting Procedures .............................................................................................. 19

16.8. Procedures for Alerting MA RFFS personnel across the full range of duties (i.e. on

training, extraneous duties, maintaining response times etc.) ..................................... 19

16.9. Depletion of specialist equipment (Rescue Craft, Aerial Appliances etc) ....................... 19

16.10. Reliance on other organisations to provide essential equipment ................................. 19

16.11. Competence of MA RFFS Personnel ........................................................................ 19

16.12. 1000M undershoot & overshoot areas .................................................................... 20

16.13. Difficult Environs .................................................................................................. 20

16.14. Domestic Fire Response…………………………………………………………………….20


Part A- General

16.15. Landside Incidents .................................................................................................... 20

16.16. Loss of Fire Cover…………………………………………………………………………......20

16.17. Additional Water Supplies........................................................................................... 21

16.18 . Low Visibility Procedures ............................................................................................ 21

16.19. Training and Competence of First Aid personnel .......................................................... 21

16.20. Medical Equipment ................................................................................................... 21


Part A- General

Part E- Aerodrome Operating Policies and Procedures

ASI 1 – Aircraft Engine Ground Running ASI 2 – Aircraft Compass Calibration ASI 3 – Test, Training and Ferry Flights ASI 4 – Aircraft Maintenance Activity ASI 5 – Airside Works (Development & Maintenance) ASI 6 – Access to Critical Part (CP) ASI 7 – Aerodrome Safeguarding ASI 8 – Aircraft Noise ASI 9 – Accident, Incident and Safety Occurrence Reporting ASI 10 – Airside Defect Reporting ASI 11 – Very Large Aircraft ASI 12 – Baggage Hall Operations ASI 13 – Safety Infringements ASI 14 – Aeronautical Weather Information ASI 15 – Low Visibility Procedures ASI 16 – Thunderstorms ASI 17 – Strong Wind & Gale Plan ASI 18 – Aircraft Pushback Procedures ASI 19 – Fixed Electrical Ground Power ASI 20 – Aviation Fuel Management ASI 21 – Spillages ASI 22 – Waste Disposal ASI 23 – Aircraft Washing ASI 24 – Push & Park Procedure ASI 25 – Aircraft Towing ASI 26 – Airbridge Operation ASI 27 – Aircraft Turnround Management ASI 28 – Storage and Handling of Unit Load Devices (ULDs) ASI 29 – Aircraft De-Icing ASI 30 – Airside Competency & Training ASI 31 – Airside Driving ASI 32 – Airside Vehicle & Equipment Standards ASI 33 – FOD & Airfield Sweeping ASI 34 – Detention of Aircraft ASI 35 – Removal of Disabled Aircraft ASI 36 – Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores


Part A- General


Part A- General

INTRODUCTION

1. PREFACE

The Manchester Airport 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 Manchester Airport departments that have a role

in the safe operation of the aerodrome. It is also distributed widely to our Airline Operators

and Service Partners with Instructions and guidance to MA policy and procedures on the

airfield.

2. PURPOSE OF THE AERODROME MANUAL

The Aerodrome Manual contains details of the characteristics, policies, operational

procedures for the safe operation of Manchester Airport in accordance with the Air Navigation

Order and the Aerodrome Certificate. The procedures contained within this manual must be

complied with by all users of the airport.

3. AERODROME MANUAL STRUCTURE

EASA Authority, Organisation and Operations Requirements for Aerodromes, subpart E

identifies the required content of the Aerodrome Manual. A large part of the requirement is

provided in this document, but to avoid duplication of information, where other MA

documents provide the required information, then this manual will merely cross-refer to such

other documents. These are listed in Bibliography, at paragraph 8.

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 distributed

electronically to a list of recipients representing organisations involved with the operation of

aircraft and supporting services. The manual is also viewable on the ‘Manchester Airport

Internet site http://www.manchesterairport.co.uk/ops from where it may be downloaded as a

PDF file.

The Emergency Orders can be found on MAGBook with specific access being emailed to

those on a set distribution list and those external agencies that require it.

http://www.manchesterairport.co.uk/ops


Part A- General

Hard copies are not produced by MA 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 green which appears

light grey when printed in monochrome.

5. AMENDMENTS

The Aerodrome Manual is formally issued at the beginning of each calendar year and then

updated throughout the year in the form of supplementary instructions. For example, at the

beginning of YYYY the Aerodrome Manual is issued as YYYY v1.

If an operational change occurs then a supplementary instruction will be issued. A notice will

be sent to all recipients to advise that a supplementary instruction has been issued.

If a major operational change is required or there are several changes required then a re-

issue will be considered; this will be issued as YYYY v2.

Information that has been altered will be highlighted in olive green within the document along

with a highlighted amendment line in the right margin of the relevant paragraph. Highlighting

will only be applied for the first version in which the information was altered.

Handwritten amendments to any edition of this manual are strictly prohibited. The Manchester

Airport site will always carry the current version. The responsibility for noting and acting on

such amendments rests with the manual holder.

6. CONDITIONS OF USE OF THE AERODROME

The terms and conditions for using the airport are set up in the booklet ‘Schedule of Charges

and terms and Conditions of Use’ updated annually and available via the webpage

http://www.manchesterairport.co.uk/about-us/publications/fees-and-charges/

7. OBLIGATIONS OF THE AERODROME OPERATOR

Manchester Airport is certificated by the UK Civil Aviation Authority under EU Regulation

139/2014. The certificate number is EGCC-001 and the issue date is 2nd March 2015.

Under the terms of this certificate the aerodrome certificate holder may not contravene or

cause or permit to be contravened any aerodrome certificate condition at any time in relation

to the flights specified in the Air Navigation Order (ANO).

http://www.manchesterairport.co.uk/about-us/publications/fees-and-charges/


Part A- General

As the Certificate Holder, Manchester Airport 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.

Manchester Airport is also required to have an Aerodrome Manual which contains all such

information and instructions as may be necessary to enable the aerodrome operating staff to

perform their duties as such including, in particular, information and instructions relating to

the matters specified in the ANO. The Aerodrome Manual complies with all obligations as

placed on Manchester Airport by EASA.


Part A- General

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


Part A- General

An area at the end of the take-off run available and under the control of the aerodrome

certificate holder, selected or prepared as a suitable area over which an aircraft may make a

portion of its initial climb to a specified height.

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.

Rapid Exit Taxiway (RET)

A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes

to turn off at higher speeds than are achieved on other exit taxiways thereby minimising

runway occupancy times.


Part A- General

Runway

A defined rectangular area, on a land aerodrome prepared for the landing and take-off 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.

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:

Aircraft Stand Taxi lane - a portion of an apron designated as a taxiway and intended to

provide access to aircraft stands only (i.e. in a cul-de-sac).

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 more taxiways.

Threshold

The beginning of that portion of the runway usable for landing.

Vehicle Runway Access Point (VRAP)

Designated positions along the perimeter road in which vehicles are required to hold in order

to provide adequate clearance from a runway until clearance is given by ATC.

Vehicle Taxiway Access Point (VTAP)

Designated positions along the perimeter road to define access on to the taxiways.


Part A- General

9. ABBREVIATIONS

AAIB Air Accident Investigation Branch

ACL Airport Co-ordination Ltd

ACN Aircraft Classification Number

AD Airside Directive (or may be Aerodrome in aeronautical context)

ADF Automatic Direction Finder

ADM Airfield Duty Manager

AFMM Airfield Facilities and Maintenance Manager

AFS Airport Fire Service

AGL Aeronautical Ground Lighting

AIS Aeronautical Information Service

ALARP As Low As Reasonably Practicable

AMC Acceptable Means of Compliance

ANO Air Navigation Order

AOA Airport Operators Association

AOC Airline Operators Committee

AOC Airfield Operations Centre

AOM Airfield Operations Manager

AOP Airfield Operations Procedure

AOR Airfield Occurrence Report

HASC Head of Airfield Safety & Compliance

ASA Aerodrome Safety Alert

APPS Approach Surface

ASB Airside Safety Bulletin

ASDA Accelerate Stop Distance Available

ASI Airside Standing Instruction

ORAM Operational Risk & Assurance Manager

ASCO Airfield Safety & Compliance Officer

OSMC Operational Safety Management Committee

ASOO Airfield Senior Operations Officer

ATC Air Traffic Control


Part A- General

ATCO Air Traffic Control Officer

ATS Air Traffic Service

ATZ Aerodrome Traffic Zone

ATSA Air Traffic Services Assistant

AVDGS Advance Visual Docking Guidance System

CAA Civil Aviation Authority

CAP Civil Aviation Publication

CCO Chief Commercial Officer

CDA Continuous Descent Approach

CEO Chief Executive Officer

CP Critical Part

CS Conical Surface

CTR Control Zone (Air Traffic Control)

DME Distance Measuring Equipment

DRA Development Risk Assessment

DRDF Digital Read out Direction Finder

EASA European Aviation Safety Agency

EMS External Maintenance Supervisor

EMT External Maintenance Team

EPRM Emergency Planning & Resilience Manager

ESTM Engineering Shift Team Manager

ETB Engine Test Bay

FOD Foreign Object Debris

FSOM Fire Service Operations Manager

GA General Aviation

GHSL Ground Handling Service License

GM Guidance Material

GMC Ground Movement Control

GMP Greater Manchester Police

GSB Group Safety Board

HAO Head of Airside Operations


Part A- General

HAZOP Hazard and Operations analysis

HR Human Resources

HSE Health and Safety Executive

H24 24 hours a day, every day.

ICAO International Civil Aviation Organisation

IFR Instrument Flight Rules

IHS Inner Horizontal Surface

ILS Instrument Landing System

IMC Incident Management Centre

IN Information Notice

IRVR Instrumented Runway Visual Range

KSPI Key Safety Performance Indicator

LCC Live Communications Centre

LDA Landing Distance Available

LOP Local Operating Procedure

LPA Local Planning Authority

LSA Localiser Sensitive Area

LVP Low Visibility Procedures

MA Manchester Airport

MAG Manchester Airport Group

MAG CD MAG Capital Delivery

MAFRS Manchester Airport Fire and Rescue Service

MANTIS Manchester Airport Noise Tracking Information System

MATS Manual of Air Traffic Services

MASHCO Manchester Airport Storage and Handling Company (Aviation Fuel)

MOR Mandatory Occurrence Report

MOTNE Meteorological Observation Telecommunications Network Europe

MT Motor Transport

NATS National Air Traffic Services Ltd

NNI Noise and Number Index

NOTAM Notice to Airmen


Part A- General

NWAS North West Ambulance Service

OAN Operational Advice Notice

OFZ Obstacle Free Zone

OHS Outer Horizontal Surface

OLS Obstacle Limitation Surface(s)

ORA Operational Risk Assessment

PAPI Precision Approach Path Indicator

PCN Pavement Classification Number

PCV Passenger Carrying Vehicle

PHI Preliminary Hazard Identification

PNdB Perceived Noise Decibels

PPE Personal Protective Equipment

PPR Prior Permission Required

PSM Passenger Services Manager

PSZ Public Safety Zone

RAP Runway Access Point

RESA Runway End Safety Area

RFFS Rescue and Fire Fighting Services

RIV Rapid Intervention Vehicle

RoSPA Royal Society for the Prevention of Accidents

RPE Respiratory Protective Equipment

RTF Radio Telephony

RVP Rendezvous point

RVR Runway Visual Range

SARG Safety & Airspace Regulation Group (CAA)

SI Supplementary Instruction

SID Standard Instrument Departure

SIP Safety Improvement Plan

SMM Safety Management Manual

SMR Surface Movement Radar

SMS Safety Management System


Part A- General

SNOWTAM Snow State Message to Airmen

SRA System Risk Assessment

SSC Safety Severity Categorisation

SSR Secondary Surveillance Radar

STAR Standard Arrival Route

TAP Taxiway Access Point

TDZ Touch Down Zone

TOCS Take-Off Climb Surface

TODA Take Off Distance Available

TORA Take Off Run Available

TS Transitional Surface

UK AIP UK Aeronautical Information Publication

ULD Unit Load Device

VCR Visual Control Room

VFR Visual Flight Rules

VOR VHF Omni Directional Radio Range

WIP Work-In-Progress (Airside works areas or activities)

WM Watch Manager (ATC)


Part A- General

10. BIBLIOGRAPHY

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 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 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 Birdstrike Risk Management

CAP 781 Runway Rehabilitation

CAP 790 Airfield Driver Standards

CAP 791 On Aerodrome Developments

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

Manchester Airport Emergency Orders

Manchester Airport Fire and Rescue Service Orders

Manchester Airport Engineering Procedures Manual

EASA Authority, Organisation and Operations Requirements for Aerodromes –

Acceptable Means of Compliance / Guidance Material


Part A- General

TECHNICAL ADMINISTRATION

11. NAME AND ADDRESS OF AERODROME

Manchester Airport

Olympic House

Manchester Airport

Manchester Airport

Manchester

M90 1QX

12. NAME AND ADDRESS OF CERTIFICATE HOLDER

Manchester Airport

Olympic House

Manchester Airport

Manchester Airport

Manchester

M90 1QX

13. LEGAL POSITION REGARDING AERODROME CERTIFICATION

13.1. Certification Requirement

The Air Navigation Order requires that certain flights, in particular Public Transport Flights and

Flying Training take place at a Certificated Aerodrome.

The Aerodrome Certificate, issued by UK CAA under EU Regulation 139/2014, provides for

Public Transport use of the Aerodrome.

13.2. Certificate Compliance

The Operations Director is responsible for ensuring that Manchester Airport complies with the

conditions of the Aerodrome Certificate.

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 certificate holder.

The MA Operations Director shall inform the 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.


Part A- General

13.4. Types of Operations Permitted

Instrument and Visual flying operations of the following types:

Air Transport passenger and cargo

Training flights for normal air transport operations

Positioning flights

Commercial helicopter flights

General aviation flights

The largest aircraft type certified to use the airport is Airbus A380


Part B- Safety Management System



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 in Airfield Operations at Manchester

Airport, 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 airfield

safety throughout Manchester Airport Airfield Operations.

The Head of Airfield Operations is responsible for ensuring that the SMS is reviewed

annually in line with the formal issue of the Aerodrome Manual at the beginning of each

calendar year so that it remains accurate and suitable.

1.1. Scope

The airport Safety Management System has been established to provide an efficient

Management Structure and Systematic approach to the safe operation of the airport. The

SMS is written in compliance with required legislation, including ICAO Annex 14 Volume 1,

ICAO 9859, EASA Implementing Rules / Organisation Requirements – Aerodrome

Operators and Air Navigation Order.

The scope of the Safety Management System:-

a. Provides details on the Airport’s approach to safety.

b. Documents the airport safety policy, objectives, procedures and individual safetyaccountabilities.

c. Outlines the organisational safety management structure at the Airport.

d. Provides details of safety related committees.

e. Describes the safety risk management process.

f. Describes the safety performance monitoring and measurement process.

g. Details safety promotion methodology.

h. Provides a cross-index of Regulatory and Airport safety related documentation.

i. Provides details on emergency response planning.



1.2. Context

Risk Management at Manchester Airport falls into 3 main elements:

Occupation Health & Safety Business Impact Operational Safety

All of these elements are crucial and pivotal to the Airport’s function as a whole but the Safety Management System, defined in this Manual, is focused only on the Operational Safety and Risk Management of the airside operations at Manchester Airport.

1.3. Principles

Safety management is achieved through the implementation of the following principles:

Policy:

An effective Safety Policy will be implemented to ensure that the highest standards of safety

are maintained at all times. This is contained within the MAG Airside Safety Policy

Organising:

An effective management structure within the company will be put in place to ensure that the

Safety Policy is achieved. The Policy ensures clear lines of accountability so that it is

apparent to all where safety responsibilities lie. Interaction and communication between all

airside operators with regard to safety is essential, as is close liaison between the Airport and

the Civil Aviation Authority.

Planning:

A planned and systematic approach to implementing the Safety Policy will be achieved

through an effective safety management system. The planning process will identify the safety

priorities and objectives together with training, equipment and other resource requirements.

The Airport requires all companies operating airside to follow industry best practice and have

written safe working and operating procedures.

Measuring performance:

Performance will be measured against agreed standards to assess when and where

improvement is needed. Safety committees discuss and address all matters relating to

airside safety so that safe, efficient operations can be maintained and enhanced.

Auditing and reviewing performance:

Safety audits are one of the principle methods for fulfilling the safety performance monitoring

functions. Safety audits are performed internally and also externally by the Civil Aviation

Authority.



2. SAFETY POLICIES & MANAGEMENT STRUCTURES 2.1. Manchester Airport Airfield Safety Policy

June 2018



2.2. Key Safety Post Holders

Accountable Manger Rad Taylor, Operations Director

Safety Manager Chris Wild, Head of Airfield Operations

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.

Subordinates are deputised for by their manager i.e. the Operations Director takes over the

responsibilities of the Head of Airfield Operations.

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. This is

particularly the case for the Airfield Duty Managers (ADM). In general, the ADM takes over

the Head of Airside Operations safety responsibilities outside of normal office hours i.e.

nights and weekends. The ADM is deemed competent and is authorised to take any action

required to ensure the immediate safety of aircraft operations at any time.

Urgent matters/Last resort

At times where an immediate decision needs to be made, the most senior person available

(judged using the organisation charts in this document) is authorised to make a decision that

resolves a temporary situation. 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.

The Airport Leadership Team (ALT) roster ensures that a member of the MA senior

management is available 24 hours a day, 365 days a year. The ALT roster is designed to

ensure senior management presence immediately should the situation warrant it. The ALT

roster is also aligned to the Emergency Orders which take effect should an emergency occur,

and therefore ensure that the correct decision makers are in place at all times.



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

Asset Management Lead. 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.

2.3. 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 Operations Director or will be approved through the Operational Safety Management Committee.

2.4. Key Aerodrome Post Holders

Current Post Holder Position Position authorised to

deputise in event of absence

Andrew Cowan Divisional Chief Executive Officer Chief Operating Officer

Tricia Williams Chief Operating Officer Operations Director

Rad Taylor Operations Director Head of Airfield Operations

Simon Woodward Head of Emergency Services &

Security

Fire Service Operations

Manager

Chris Wild Head of Airfield Operations

Operations Director

Airfield Operations Manager

Airfield Technical Manager

Operational Risk &

Assurance Manager

Tim McDermott Asset Management Director Head of Asset Management

Services

VACANT Head of Airfield Strategy &

Programmes Operations Director



Stephen Johnston Asset Management Services

Director

Asset Engineering Operations

Manager

Motor Transport Manager

David Boyle Head of Asset Maintenance

Optimisation Asset Management Director

John Mayhew General Manager ATC (NATS) Manager Operations &

Training (NATS)



2.5. Management Reporting Structures

2.5.1. Manchester Airport

Divisional Chief

Executive Officer

MANTP Commercial and Contracts Director

MANTP Business Change Director

MANTP Delivery Director

Commerical Director

Chief Operating Officer

Executive Assistant



2.5.2. Manchester Airport Leadership Team

Chief Operating

Officer

Operations Director

Customer Services and Security Director

Asset Management Director

Asset Management Services Director

Landside Operations Director

Head of External Affairs



2.5.3. Manchester Airport Operations

Head of Airfield

Operations

Head of Emergency

Services & Security

ATM Policy & Planning

Manager

Head of Airfield Strategy

& Programmes

ATM Performance &

Analysis Manager

Health & Safety

Manager

Team Secretary

Operations

Director



2.5.4. Airfield Operations

2.5.5. Airfield Planning

Head of Airfield

Operations


Airfield Liason Manager


Wildlife Control Manager

Airfield Duty Managers

Airfield Safety & Compliance

Officers

Airfield Operations

Administrator

Operational Risk & Assurance

Manager

Technical Adminstrator


Airfield Technical Planner (BAU)

Airfield Technical Planner (BAU)

Airfield Technical Planner (MTP)

Airfield Planning Assistant (Apprentice)



2.6.6. Operational Risk & Assurance

2.6.7. Fire, Emergency Services & Security

Head of Fire & Emergency Services

Fire Service Operations Manager

Station Managers (x4)

Watch Manager (x8)

Crew Manager (x20)

Fire Fighter (x52)

Fire Service Training Manager

Fire Service Administrator

Emergency Planning &

Resilience Manager

Airfield Security Operations

Manger

Airfield Security Team Managers

Leading Airfield Security Officers

Airfield Security Officers

Fire Safety Manager NWAS Contract

Operational Risk & Assurance

Manager

Operational Compliance

Auditor


Auditor

SMS Compliance Officer

Technical Trainer



2.6.8. NATS (ATC)

ATC General Manager

Manager ATC

ATC Watch Managers

Deputy ATC Watch

Managers

ATCO's & ATSA's

ATC Investigator

ATC Ops & Safety

Group Engineering Manager

Senior Engineer & DEO's



2.7. SAFETY ACCOUNTABILITIES & RESONSIBILITIES

2.7.1. Divisional Chief Executive Officer

Current Post Holder

Andrew Cowan

Aerodrome Safety Accountabilities

The Divisional Chief Executive Officer is accountable to the MAG Chief Executive Officer

Key Aerodrome Safety Responsibilities

Ensure the relevant safety significant issues are brought to the attention of the Board Ensure the Airport’s operation is sufficiently finances to meet the requirements of

maintaining the Aerodrome Certification Ensure safety is paramount whilst leading and overseeing the delivery of the airport

strategic plan Determine and lead a cultural environment that encourages employees to report all

incidents and safety concerns Ensure safety is paramount during periods of change to personnel, business process

and physical change Ensure the Airport’s leadership and management team is structured to fulfil all required

safety accountabilities and responsibilities

The following signature of the post holder confirms their acceptance of the above aerodrome safety responsibilities.



2.7.2. Chief Operating Officer

Current Post Holder

Tricia Williams


The Chief Operating Officer is accountable to the Divisional Chief Executive Officer.


Ensure that relevant safety significant issues are brought to the attention of theExecutive Committee (EXCO)

Ensure the Airport’s operation is sufficiently resourced to meet the requirements ofmaintaining the Aerodrome Certificate.

Promote and endorse a ‘Just‘ safety culture throughout the whole organisation whichcreates an environment that allows employees to report all incidents and safetyconcern.

Ensure that full consideration is given to safety integrity in changes to the airport’sorganisational structure and business processes and physical infrastructure.

Ensure that all key post holders are aware of their safety responsibilities.




2.7.3. Operations Director (Accountable Manager)

Current Post Holder

Rad Taylor


The Operations Director is the nominated Accountable Manager for Manchester Airport, and therefore is accountable for all safety related issues. The Operations Director is accountable to the Chief Operating Officer.


Accountable manager for the Aerodrome as defined in EASA ADR.OR.D.015(Personnel Requirements).

Ensure the Airport’s operation is sufficiently resourced to meet the requirements ofmaintaining the Aerodrome Certificate.

Set high level safety targets and objectives and monitor achievement through chairingof the Manchester Airport Safety Board.

Implement and monitor safety targets and objectives to drive safety improvement andthe reduction in identified top risks, where possible.

Ensure that suitable qualified and competent persons are employed in operational andsafety critical roles, as defined in the Aerodrome Manual.

Ensure that the defined top risks and risk profile is effective and maintained up to date. Ensure that a strategy is in place to maintain airfield infrastructure in a safe condition. Ensure sufficient resources are in place to undertake investigations into safety

significant incidents/accidents. Ensure that all key postholders are aware of their safety responsibilities. Having the authority to provide a competency ANSP provision including personnel,

ATC systems and equipment.




2.7.4. Asset Management Director

Current Post Holder

Tim McDermott


The Asset Management Director is accountable to the Chief Operating Officer.


Ensures that people, processes and systems are continuously reviewed and updated toensure that regulatory and service KPIs are continuously met or exceeded.

Plan, supply and/or co-ordinate major and key operational activities and/or servicesin an efficient and timely manner to support both secure and efficient airportoperations.

Oversee and co-ordinate the development and maintenance of emerging plans andprocedures to ensure the maximum safeguarding of life and to minimise the impact ofemergency situations.

Ensure that resources are in place to maintain airfield infrastructure in a safe condition. Ensure that the defined asset management risk register is effective and maintained up

to date. Ensure that suitable qualified and competent persons are employed in asset critical

roles. Ensure that all departmental key postholders are aware of their safety responsibilities.




2.7.5. Asset Management Services Director

Current Post Holder

Stephen Johnston


The Asset Management Services Director is accountable to the Chief Operating Officer.


Oversee and co-ordinate the overall planning and control of regular and ad-hocquality assurance reviews and investigations in major and key operational areas toensure quality standards are maintained.

Ensure that airfield pavements for use by aircraft are maintained free of FOD and ingood structural repair so as to cause no hazard to aircraft.

Ensure the provision of a service dedicated to the safe containment and clean-up of alltypes of spillages.

Provide adequate resources to respond to an emergency situation as dictated by theMA Emergency Orders and to service the Winter Operations Plan.

Provide adequate resources to respond and to service the Winter Operations Plan. Ensure that repairs to paved and landscaped surfaces are undertaken to a safe

standard. Ensure that Airfield grasslands and other soft ground areas are maintained in a

condition to deter wildlife activity, as described in CAP 772 and as requested by theAirfield Wildlife Control Manager.

Ensure that regular assessments of Runway Friction are undertaken in accordance withCAP 683, local operating procedures, and Airfield Standing Instructions.

Ensure that electrical power supplies are maintained with the required supplementaryback-up systems so as to provide an uninterrupted supply to essential AGL andnavigational aids during Low Visibility Operations.

Ensure that suitably skilled manpower is available at all times to rectify faults orconfigure AGL and power supplies as required by the ADM or ATC.

Ensure that runway lighting is maintained and tested for performance against ratedoutput as required for IRVR de-rating credit.

Ensure that systems are in place to inform the Airfield Duty Manager immediately ofany derogation in the characteristics of runway friction, pavement condition, or AGL.

Ensure crash and fire alerting systems in are in place and functioning in accordancewith the requirements of the Manchester Airport Emergency Orders.

Ensure that a system is in place to brief staff on the content of Operational AdviceNotices and other operational notices, with special regard to any specific duties andactions.

Ensure that the aerodrome ground markings are applied and maintained to therequirements of the EASA Certification Specifications CS.ADR-DSN.L.




2.7.6. Head of Emergency Services & Security

Current Post Holder

Simon Woodward


The Head of Emergency Services & Security is accountable to the Operations Director.


Ensure the Emergency Orders are in place, regularly tested and kept up to date. Ensure that all employees are aware of their safety accountabilities with regards to the

Emergency Orders. To provide a Rescue and Firefighting Service that meets the outputs of the RFFS Task

and Resource Analysis (TRA). Ensure that the airport’s rescue and firefighting capability meets the declared category

within the UK AIP, ensuring accuracy of category promulgation at all times. Ensure that all fire fighters are trained in accordance with EASA requirements and local

operating procedures, and maintain competencies Ensure local operating procedures (Fire Service Procedures Manual) are in place and

kept up to date. Provide and maintain in a safe condition training rigs, equipment and apparatus for

fire service requirements for realistic fire training, in line with established safetyprotocols and to the required EASA standards.

Ensure that operational risk assessments for Fire and Emergency Planning activities arekept up to date and reviewed in accordance with company procedures.

Ensure that emergency response to aircraft accidents and significant incidents areinvestigated thoroughly in accordance with company procedures andrecommendations implemented through the Emergency Orders.




2.7.7. Head of Asset Optimisation

Current Post Holder

David Boyle


The Head of Asset Maintenance Optimisation is accountable to the Asset Management Director.


Ensure that the Aerodrome Ground Lighting (AGL) including Visual Docking GuidanceSystems are installed and maintained to the requirements of the EASA CertificationSpecifications CS.ADR-DSN.M.

Ensure that aerodrome signage installed meets and is maintained to the requirementsof EASA CS.ADR-DSN.N.

Ensure that the AGL control system, including VCR use interface and runway incursionsensors are maintained so as to function as required by CAP 670.

Ensure that the AGL control system has the required safe failure modes. Ensure that Fixed Electrical Power Supplies are available as published and provide

power in accordance with required specifications.



2.7.8. Head of Airfield Operations

Current Post Holder

Chris Wild


The Head of Airfield Operations is accountable to the Operations Director.

Key Aerodrome Safety Responsibilities Ensure that airfield safety and compliance requirements are considered during the

planning process for all airside development projects and maintenance works Ensure details of all work in progress are promulgated in accordance with the

Manchester Airport Operational Advice Notices Ensure that Aerodrome Safeguarding assessments are undertaken in accordance with

CAP 738 and that appropriate safety consultation takes place Ensure the Manchester Airport Aerodrome Manual is reviewed and updated as required Ensure that Manchester Airport adopts a formal change management process during

periods of personnel, system/equipment/procedural changes Ensure that aeronautical information is promulgated in a timely and accurate manner

through the UK AIP and associated publications Ensure that up to date survey information is available in accordance with CAP 232 and

that a system is in place to manage the obstacle environment Ensure procedures and systems are developed in accordance with Manchester Airport

SMS and that continued review and development takes place Ensure compliance with conditions of the Manchester Airport Aerodrome Certificate or

that variations are formally documented with the EASA Set objectives to ensure performance/safety targets and standards are achieved by

Airside Operations Ensure the continuous improvement and development of the Safety Management

Systems applicable to activities in Airside Operations Monitor safety performance and set strategic improvement activities through chairing

of OSMC and escalate trends to the Manchester Airport Health, Safety & EnvironmentBoard, as appropriate.

Promote Safety Culture through liaison with airport stakeholders Ensure that accidents and significant incidents are investigated thoroughly in

accordance with company procedures Develop systems, procedures and policies which support and improve the delivery of

airfield operations, winter operations, low visibility operations and baggage halloperations

Maintain a robust wildlife risk management programme and systematic methods ofmonitoring and control, including assessment of hazards within a 13km radius of theairport

Ensure the airfield is inspected, maintained and developed in compliance with EASArequirements



Maintain a safety reporting process for airfield safety significant events, includingMandatory Occurrence Reports to regulatory authorities and notification of seriousincidents to the CAA and Air Accidents Investigation Branch (AAIB)

Ensure an effective emergency response and operational recovery system is in placefor aircraft emergencies, airfield incidents and disruption




2.7.9. Head of Airfield Strategy & Programmes

Current Post Holder

VACANT


The Head of Airfield Strategy & Programmes is accountable to the Operations

Director.


Ensure short, medium and long term ATM capacity needs and efficiency

enhancements (including apron stand demand, runway operating hours and ancillary

functions) to accommodate predicted aviation growth.

Provide translation of complex legislation, regulatory requirements and industry

policies into cohesive strategies and plans.

Ensure development of ATM functionality projects and programmes, ensuring

infrastructure, IT systems and operational processes are fully aligned.

Provide contribution to the development of operational concepts associated with the

Manchester Transformation Programme.

Provide analysis of the performance of Air Traffic Control ensuring standards are

maintained in accordance with regulatory requirements.

Provide an ATM analytics and performance reporting system.

Ensure development, delivery and continuous improvement to the ATM flow

management systems and processes.

Develop and maintain key account management strategies that enable effective

management of critical service partners and airlines.

Ensure that critical service partners and airlines are full engaged in developing action

plans which deliver a continuous improvement.




2.7.10. Airfield Duty Managers


The Airfield Duty Managers (ADMs) are accountable to the Airfield Operations Manager.


The ADM is the senior aerodrome operational authority, outside of normal working hours where the Operations Director or his/her deputy (Head of Airfield Operations) are absent.



2.7 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.

2.7.1. Competency

All relevant issues relating to competency are described in the following document:

Manchester Airport Airfield Competency Framework

This document is held and controlled by the Operational Risk & Assurance Manager.

The MA Operations Safety Competency Framework outlines areas of expertise required to

run a safe and regulated aerodrome, the people that are charged with such

responsibilities, and training needs to ensure areas where improvement/maintenance of

competency is required. This framework is based on CAP 700.

Airfield Operations, Asset Management & MAFRS both have competency frameworks in

place that cover the duties of technical staff who are required to know specific procedures

and carry them out in specific ways. For MAFRS, such requirements are required in order to

retain role competence.

A separate Competency Framework, controlled by MA Airfield Operations, Safety and

Compliance, focuses on technical and professional knowledge, experience, and where

appropriate, qualifications for the management responsibilities within Operations and

covered by the SMS.

2.7.2. Fitness for Duty

All staff employed by Manchester Airport are expected to adhere to the HR policies that

form part of the standard Terms & Conditions of employment. Such policies can be found

on the MAG Intranet in the following section:

MA Policies & Processes (found on the left hand side of the homepage) or via the following

link: MA HR Policies

http://magintranet/magintranet.nsf/Content/PeopleProcessesAndPolicies



3. SAFETY COMMITTEES

The integrated structure of safety committees provides for oversight of safety performance

and management throughout MA 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:

A brief summary of each committee is given in the following sub-sections.

For details on the remainder of the committees, please contact the relevant chairperson as

outlined below.

3.1. MAG Safety Committees

There are two top-level safety committees, which ensure that safety strategy and policy is

aligned across both Manchester Airport and MAG.

Health, Safety &

Environment

Board

Operational Safety

Management

Committee

MAG

Group Safety

Board

Safety Performance

Committee

Airfield Safety

Strategy Group

Emergency Planning

& Resilience Board

Flight Operations Safety

Committee/Local

Runway Safety Team

MAG Aviation

Operations

Board

ATC

Management

Committee

Airfield Change

Board (ACB)

Baggage Operations

and Infrastructure

Committee



3.1.1. MAG Group Safety Board

The Group Safety Board is a bi-monthly meeting chaired by the MAG Chief Strategy

Officer. It brings together representation from all MAG companies and sets group wide

safety targets and policy. The Operations Director attends this meeting as the

representative for Manchester Airport Operations.

3.1.2. Group Aviation Operations Board

The Group Aviation Operations Board meets quarterly; the meetings are rotated between the Airport sites and chaired by the representative of the host Airport.

Membership of the Board comprises Operations personnel of supervisory or management level, who hold particular responsibility for Airside safety.

The overall objective of the Board is to review Group and industry safety performance, identify common development strategies and review emerging regulatory requirements; ensuring best practice and lessons learnt are shared and addressed effectively across the Group Airports.

3.2. MA Aerodrome Safety Committees

There are seven aerodrome safety committees that operate within MA Operations. They all have a generic responsibility to ensure that the airfield is a safe working environment for all users.

The Chairperson for each aerodrome safety committee holds the Terms of Reference, as well as the minutes of individual meetings and any other relevant documentation.

3.2.1. Health, Safety & Environment Board

The Health, Safety & Environment Board is a monthly meeting chaired by the Operations Director of Manchester Airport. The board aims to oversee and coordinate Health & Safety across the whole airport site. The board forms part of the wider Airport Leadership Team meeting which brings together the leaders of Manchester Airport.



3.2.2. Operational Safety Management Committee (OSMC)

Aim To oversee compliance with regulatory safety requirements, including the Aerodrome Certificate and MAG’s internal safety objectives. To endorse policy on matters relating to airfield safety management.

Duty & Responsibilities

1. Set and agree actions which aim to continuously improve safetyand benchmark safety performance against industry best practice

2. Review compliance with regulatory standards and internal policy3. Discuss received reports on significant airfield incidents and

performance where a policy change may be required.4. Assess regulatory changes and ensure implementation to systems

and procedures5. Ensure application of local, group and industry learningReview operational risk profile and track completion of agreedactions.

Accountability Head of Airfield Operations or appropriate deputy.

Authority The Head of Airfield Operations will seek guidance from the Manchester Airport Safety Board or Regulatory Authority in the event that an issue falls outside their accountability.

Composition Head of Airfield Operations, Asset Maintenance Manager, Head of Emergency Services & Security, General Manager NATS, Health & Safety Manager.

Quorum Four persons.

Performance The OSMC’s performance will be measured by the outcome of external audits (external bodies and regulatory authorities) and performance against set safety performance indicator targets.

Outputs 1. Any subjects that adversely affect the high level risk profile,anything outside of risk appetite or anything that requires achange to organisational design and business planning needsare to be elevated to the Manchester Airport Safety Board.

2. Continuous monitoring of SPI’s against set targets and design ofmitigation/reduction strategies where necessary.

3. Implement policies and initiatives to ensure SMS continuouslyimproves and evolves relative to the operational output.

4. Decisions on airfield safety, policy and compliance matters.5. Directives for safety actions to relevant committees / responsible

post-holders.

Administrative Support

Minutes will be taken by the Technical Administrator or appropriate deputy.

Terms of Reference

Terms of reference are reviewed annually.

Frequency Monthly



3.2.3. Airfield Change Board (ACB)

Aim To oversee airfield change to ensure consistency with airfield future operational & development strategies.


1. Set and agree the operational long-term development of theAirfield, whilst ensuring change adheres to this strategy.

2. Approve in principle future airfield development prior topresentation to Capex panel and/or Works Coordinationcommittee

3. High level impact assessment of planned schemes and theireffects around the business as a whole.

4. Coordinate and collaborate with other forums/committees, fordeconfliction analysis.

Accountability Head of Airfield Operations /Head of Airfield Strategy and Programmes Authority The Head of Head of Airfield Operations will seek guidance from the

Airport Leadership Team in the event that an issue falls outside of their authority

Composition Head of Airfield Operations, Head of Airfield Strategy & Programmes, Airfield Technical Manager, Operations Director, Manager ATC, HR Business Partner, Head of Asset Planning, Capital Delivery Programme Manager, Environment, Health & Safety, Business Continuity Manager, Operational Risk & Assurance Manager, Head of Utilities, Head of Asset Optimisation.

Quorum Five Persons Performance N/A Outputs 1. Any Regulation Changes reviewed for impact on planned

projects and promulgated to Airfield Programme Board2. Review the Airfield Masterplan to evolve high level capacity

options3. Determine operational “best fit” airfield development4. Present updates to OSMC regarding conflicting change versus

operational safety and efficiencyAdministrative Support

Minutes will be taken by the Technical Administrator

Terms of Reference Terms of reference to be reviewed annually Frequency Bi-Monthly



3.2.4. Safety Performance Committee (A)

Aim To review, discuss and examine solutions for safety matters and incidents, and determine recommendations to be taken to the Operational Safety Management Committee in order to improve levels of airside and aerodrome safety at Manchester Airport.


1. Review and discuss safety incidents relating to airfield operations2. Review and discuss weekly AOR and MOR data, and Final

Investigation reports3. Identify safety trends and determine suitable action plans4. Produce summary reports to the OSMC based upon output from

monthly report data

Accountability Operational Risk & Assurance Manager or appropriate deputy

Authority The Operational Risk & Assurance Manager will seek guidance from the Operational Safety Management Committee or regulatory authority in the event that an issue falls outside their accountability.

Composition Operational Risk & Assurance Manager, Head of Airfield Operations, Airfield Duty Manager, Health & Safety Manager, Performance & Standards Manager, SMS Compliance Officer.

Quorum Four persons

Performance The SPC Part A's performance will be measured by the outcome of Internal & External audits, Investigations, Safety Promotion and Performance against set Safety Performance Indicator targets and Ground Service Licence.

Outputs 1. Weekly Safety Performance Committee report to be distributed to

appropriate parties2. Proposals and actions to address safety trends and determine

action plans e.g. changes to operating policies or airfieldinfrastructure

3. Summary repots for OSMC


Minutes will be taken by the Airfield Operations Administrator or appropriate deputy

Terms of Reference


Frequency Weekly



3.2.5. Safety Performance Committee (B)

Aim To review, discuss and examine solutions for safety matters and incidents, and determine recommendations to be taken to the Operational Safety Management Committee in order to improve levels of airside and aerodrome safety at Manchester Airport.


1. Set and agree actions which aim to continuously improve safetyand benchmark safety performance against industry bestpractice.

2. Review weekly safety occurrences, emergency responses and anyprocedural issues

3. Discuss received reports on significant airfield incidents andperformance where a policy change may be required

4. Review operational risk profile and track completion of agreedactions

5. Implement positive actions to counter any negative trends. Trackperformance of any measures implemented.

Accountability Head of Airfield Operations or appropriate deputy

Authority The chair of the meeting will seek guidance from the Manchester Airport Operational Safety Management Committee (OSMC) or Regulatory Authority in the event that an issue falls outside their accountability.

Composition Manchester Airport & NATS

Quorum Representation of at least 1 participant from NATS and Manchester Airport

Performance The SPC’s performance will be measured by the outcome of external audits (external bodies and regulatory authorities) and performance against set safety performance indicator targets.

Outputs 1. Any subjects that adversely affect the high level risk profile,anything outside of risk appetite or anything that requires achange to organisational design and business planning needsare to be elevated to the Operational Safety ManagementCommittee and/or ANS Management Committee.

2. Continuous monitoring of safety performance trends againstreported 13 month historical data.

3. Implement policies and initiatives to ensure continuousimprovement of Airfield and Air Navigation safety standards.

4. Any identified changes to Local Operating Procedures areconsulted upon and actions agreed.


Minutes will be taken by the Airfield Operations Administrator or appropriate deputy.

Terms of Reference


Frequency Weekly



3.2.6. Airfield Safety Strategy Group

Aim A partnership involving airlines, airport operations and airside service partners to focus on ramp safety and champion continuous improvement.


5. Promotion of good safety behaviours across the airfield througheffective leadership.

6. Promote awareness of airside safety and discuss new and on-going key safety issues and initiatives worldwide.

7. Lead and encourage a proactive safety culture.8. Review airside policies and ASI’s and make changes to support

safety improvements on the airfield.9. Consult and plan for implementing regulatory changes or

recommendations.10. Develop proposals for improvements to airfield facilities.11. Share best practice and lessons learned.

Accountability Operational Risk & Assurance Manager or Head of Airfield Operations (deputy)

Authority The Operational Risk & Assurance Manager will seek guidance from the Operational Safety Management Committee or regulatory authority in the event that an issue falls outside their accountability.

Composition Operational Risk & Assurance Manager, Head of Airfield Operations, Operational Compliance Auditor, MA Health and Safety Manager, Airfield Operations Manager, Senior Managers of all handling agents, catering, refuelling and engineering companies.

Quorum Four MA persons Four external senior managers

Performance The ASSG will be measured against external attendance, contribution and agreement on changes to airside safety policy.

Outputs 1. Minutes and actions2. Promotional material and messages3. Agreement on changes to airside safety policy4. Information sharing amongst business partners


Minutes will be taken by the Technical Administrator or appropriate deputy

Terms of Reference


Frequency Bi-Monthly



3.2.7. Flight Operations Safety Committee (FLOPSC)

Aim To review, discuss and agree policy and procedures for Flight Operations safety matters at Manchester Airport. Also, to act as information exchange on safety matters, current issues and infrastructure developments with the aim of promoting safe and efficient operations.


1. Review, discuss and agree policy on ATC and flight procedures at MA.

2. Review of flight safety incidents, trends and lessons learnt. 3. Report and discuss Airfield and apron safety issues. 4. Promote awareness of and seek guidance on operational

development and efficiency schemes

Accountability Head of Airfield Operations

Authority The Head of Airfield Operations will seek guidance from the Operational Safety Management Committee, Manchester Airport Safety Board or Regulatory Authority in the event that an issue falls outside their accountability.

Composition Operations Director (optional), Head of Airfield Operations, Airfield Technical Manager, Asset Maintenance Manager, ATM Policy & Planning Manager, Airfield Planning representative, NATS representatives and Manchester based airlines.

Quorum Airport: 3 persons NATS: 1 person Airlines: 3 different airlines

Performance The FLOPSC performance will be measured by the outcome of external audits (external bodies and regulatory authorities) and performance against set safety performance indicator targets.

Outputs 1. Any subjects that adversely affect the high level risk profile, anything outside of risk appetite or anything that requires a change to organisational design and business planning needs are to be elevated to the Operational Safety Management Committee or Manchester Airport Safety Board.

2. Continuous monitoring of flight safety standards and design of mitigation/reduction strategies where necessary.

3. Implement policies and initiatives to ensure flight safety continuously improves and evolves relative to the operational output.

4. Decisions on flight safety, policy and compliance matters. 5. Directives for safety actions to relevant committees / responsible

post-holders.



Terms of Reference


Frequency 4 times yearly.



3.2.8. Local Runway Safety Team (LRST)

Aim To ensure that an effective system is in place for considering and managing all aspects of runway safety risks at Manchester Airport.


1. To reduce runway incursion/excursion risk to as low asreasonably practicable.

2. To develop and progress runway safety initiatives through theRunway Safety Action Plan.

3. To promote best practise with regard to any activities within therunway environment including RTF standards.

4. To review runway incursions/excursions, trends and lessonslearnt.5. To continuously benchmark performance against EAPPRI/EAPPRE

recommendations.6. To ensure a continuously strong focus remains on runway safety

across all airport stakeholders.

Accountability Head of Airfield Operations or authorised deputy

Authority The Head of Airfield Operations will seek guidance from the Operational Safety Management Committee, Manchester Airport Safety Board or Regulatory Authority in the event that an issue falls outside their accountability.

Composition Operations Director (optional), Head of Airfield Operations, Airfield Technical Manager, Asset Maintenance Manager, ATM Policy & Planning Manager, Airfield Planning representative, Head of Emergency Services & Security, NATS representatives and Manchester based airlines.

Quorum Airport: 3 persons , NATS: 1 person, Airlines: 3 different airlines

Performance The LRST performance will be measured by the outcome of external audits (external bodies and regulatory authorities) and performance against set safety performance indicator targets.

Outputs 1. Any subjects that adversely affect the high level risk profile,anything outside of risk appetite or anything that requires achange to organisational design and business planning needsare to be elevated to the Operational Safety ManagementCommittee or Manchester Airport Safety Board.

2. Continuous monitoring of runway safety standards and design ofmitigation/reduction strategies where necessary.

3. Implement policies and initiatives to ensure runway safetycontinuously improves and evolves relative to the operationaloutput.

4. Decisions on runway safety, policy and compliance matters.5. Directives for safety actions to relevant committees / responsible

post-holders.



Terms of Reference


Frequency 4 times yearly.



3.2.9. Emergency Planning & Resilience Board

Aim To provide governance and oversight as well as to co-ordinate the strategy for both Emergency Planning and Resilience Committees from a senior Airport Leadership Team level.


1. Provide strategic leadership in relation to the needs and

desires of the business,

2. Ensure regulatory reform is adhered to,

3. Ensure regulatory obligations are adhered to,

4. Clarify the Emergency Orders meet their purpose,

5. Promote a positive culture to emergency response and

resilience throughout the business,

6. Ensure corrective actions are taken to resolve deficiencies.

Accountability Operations Director

Composition Chief Operating Officer, Operations Director, Customer Services Director, Head of Emergency Services & Security, Head of Security/Regulatory Policy, Emergency Planning & Resilience Manager.

Quorum 5 persons

Performance Monitored as part of EASA/CAA Audit, MAG Internal Audit and the Safety and Resilience Board.

Outputs 1. Agree the final version of the Emergency Orders,

2. Communication of significant changes,

3. Input to the Safety Management System


Agenda to be formulated and minutes to be taken and circulated by the Emergency Planning Officer or appropriate deputy, together with an action tracker.

Terms of Reference

Reviewed annually

Frequency Quarterly or more frequently if required post-accident, incident or event. Additionally, in the absence of a meeting or if a more urgent decision or update is required, email and the agreement of the majority will suffice.



3.2.10. Baggage Operations and Infrastructure Committee

Aim A partnership involving Baggage Hall operations including engineering and performance, standards across baggage halls and airside service partners to focus on operational safety management to improve levels of airside baggage operations and aerodrome safety at Manchester Airport.


1. Set out and agree actions which aim to continuously improvesafety performance and infrastructure.

2. Promote awareness of airside safety by using safety focusmonths when trends have been established.

3. Lead and encourage a proactive safety culture.4. To take a proactive response to any known5. To take a proactive response to any known potential or seasonal

operational challenges.6. Encourage a collaborative approach.7. Where possible implement positive actions to counter any

negative trends.8. Promotion of good safety and performance behaviours across all

baggage operations in the 3 terminals.

Accountability Phil Nealon- Head of Baggage Hall Operations. Phil Johnson – Senior Engineer Deborah Donaldson – Performance & Standards Manager. Service Partners.

Authority The chair will seek guidance from the Baggage Hall engineering team, baggage hall operations and ASSG.

Composition Manchester Airport Baggage Hall Operations.

Quorum Representation from Baggage hall operations, Performance & Standards and senior service partner managers.

Performance The Baggage Hall performance will be measured by the outcome of safety trends, internal & external audits.

Outputs 1. Minutes and actions2. Promotional material and messages3. Agreement on changes to baggage hall infrastructure4. Information sharing amongst business partners


Minutes will be taken by Baggage Hall operations facilitator or Performance & Standards Manager or an appropriate deputy to attend and take minutes if needed.

Terms of Reference


Frequency Monthly



3.3. Safety Committee Attendance

It is mandatory for post holders with aerodrome safety responsibilities to attend and contribute to formal safety related committees as detailed in the Safety Committee matrix.

Airfield Operations will review attendance by the detailed post holders at Safety Committees detailed within the matrix on an annual basis.

Post Safety Committee MASB OSMC ACB SPC(A) SPC(B) ASSG FLOPSC LRST EPRB

Operations Director

Head of Emergency Services & Security

Fire Service Operations Manager

Head of Health, Safety &

Environment

Head of Airfield

Operations

Emergency Planning & Resilience Manager

Operational Risk &

Assurance Manager


Auditor

Asset Management


Airfield Duty Managers

NATS General/

ATC Manager



4. SAFETY INTERFACES AND STAKEHOLDERS

As a large airport community, it is not only Airfield Operations who have responsibility for

safety. The operation of an aerodrome that handles upwards of 700 movements per day

requires activities to be outsourced, some of which have large amounts of safety

responsibility (e.g. Air Traffic Control). This section outlines the management of such

interfaces and stakeholders.

4.1. National Air Traffic Services (NATS)

NATS are the contracted ATS provider for Manchester Airport and as such have a crucial role in the operational safety of the airfield. In order to ensure a regular closely integrated communication link between MA and NATS, two meetings take place at different levels within both organisations.

A weekly MA-NATS Safety Performance Committee (B) takes place, involving members of the day-to-day management teams from both organisations. It is designed as an information sharing forum using information gathered from the previous week’s operations and aims to ensure immediate safety concerns can be addressed and learnt from.

A higher level ATS Management Committee takes place every two months and is attended by senior management from both organisations. This is a more strategic review of the contract performance between NATS and MA, and includes safety matters together with strategic developments for ATS operations at Manchester Airport.

4.2. Civil Aviation Authority (CAA) As our Competent Authority (under EASA), the CAA has a major influence on the

management of safety for Manchester Airport. Whilst there are many rules and regulations

that must be followed, the relationship between Manchester Airport and the CAA ensures

that both parties are fully aware of any changes that are planned and that safety is always

considered thoroughly.

4.3. External Emergency Services

The Emergency Planning & Resilience Manager holds the relationship between MA and the External Emergency Services relating to Emergency Response Planning.

4.4. Service Partners

Service Partners; including airlines, handling agents, and other companies that operate

airside at MA contribute approximately 90% of those persons working and present on the

airfield. The primary method in which MA communicates with service partners is through the

Airfield Safety Strategy Group (please see 3.2.5 of this document). The day-to-day

relationship between MA and service partners is through the Airfield Operations Centre and

at a management level through the audit process and through other communication

channels such as the safety documentation that is sent out from Airfield Operations, Safety

and Compliance.



4.5. Other MA Departments

4.5.1. Environment

Whilst this SMS fully supports the environmental policies in place at the airport, there may be times when safety takes a priority over environmental concerns. As the environment department falls within the Operations department overall the understanding of safety requirements is very good. Regular communication with the environment department ensures that should the need arise all parties can work well together to ensure that any damage to the environment is limited as far as possible.

4.5.2. Asset Management/Capital Delivery

Development work and major maintenance that takes place on the airfield is planned jointly between the Airfield Planning team and Capital Delivery. It is crucial that the expertise from both areas is aligned correctly to ensure that any works that take place are done so in a safe manner. A good working relationship between MAG Projects and their contractors is managed through documented general requirements and contract documents that provide for safety considerations.

4.5.3. Terminal Engineering

Maintenance of infrastructure and procedures aligned with safety requirements.

4.5.4. Airside Bussing

Provision of airside bussing for the movement of passengers in emergency situations as detailed within MA’s Emergency Orders.



5. SAFETY TARGETS

The Group Safety Board sets Key Safety Performance Indicators for MAG. These KSPIs are reported by each group airport at the bi monthly Group Safety Board (GSB) meeting. The current KSPIs are as follows:

Air Traffic Control Events Vehicle Accidents Bird Strike Events Runway Incursions Accident to Aircraft

5.1. Safety Improvement Plan

Manchester Airport produces a Safety Improvement Plan (SIP) every year. This contains Key

Safety Initiatives across the whole airport site, including the airfield. The content of the SIP is

influenced by incident and accident data, as well as any areas raised through Safety

Committees. This can include regulatory changes. The MAG Health and Safety Team publish

the SIP.



6. EMERGENCY PLANNING

In order to uphold the continual safety and security of its passengers, customers and staff, Manchester Airport is committed to ensuring that effective emergency and contingency plans are in place. To ensure this is the case, the dedicated role of Emergency Planning & Resilience Manager exists, and reports to the Head of Emergency Services & Security. The scope of Emergency Planning is outlined in this Manual, Policies and Procedures relating to Emergency Plans can be found in the Emergency Orders.

The Emergency Orders describe all aspects of emergency response including:

Policy and organisation Emergency categories Emergency management including incident management centre Key organisations and responsibilities Communication cascade for each organisation Reception centres

Coordination of policy and plans is managed through the Emergency Planning Committee, which is held quarterly and chaired by the Head of Emergency Services & Security. Its stated purpose is to review, discuss and agree policies and plans for emergency and contingency responses including measures to improve general resilience.

Emergency

Planning and

Resilience Board

Multi-Agencies

Emergency Planning and

Resilience Committee

Inter-departmental

Emergency Planning and

Resilience Committee



7. DOCUMENT AND DATA MANAGEMENT

MA Operations 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. Operational Advice Notices) 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.

7.1. Types of Documentation and Notices

The following table lists the major safety documents issued by MA Operations:

Document Title Brief Description Issue frequency

Available online?

Aerodrome Manual A CAA specified mandatory document outlining characteristics and procedures for operations at Manchester Airport. The MA Aerodrome Manual is split into five parts as outlined below.

Major annual re-issue, version

updates as appropriate.

Yes

Aerodrome Manual Part A - General Introduction to the Aerodrome Manual Yes

Aerodrome Manual Part B – Safety Management System

Safety Manage System (SMS) describing Manchester Airports commitment to safety

Yes

Aerodrome Manual Part C – Particulars of Aerodrome Site

Manchester Airport location, features, facilities and services.

Yes

Aerodrome Manual Part D – Particulars of the Aerodrome required to be reported to AIS

Details Aerodrome features required to be reported to the Aeronautical Information Service

Yes

Aerodrome Manual Part E – Aerodrome Policies and procedures

Details policy and procedures for operating on the airfield at Manchester Airport

Yes

Supplementary Instruction (SI) A Supplementary Instruction forms part of the Airport’s Safety Assurance process; as a means of timely notification to users, of any permanent change to the content of regulatory or safety critical documentation.

As required Yes

Operational Advice Notice (OAN) An Operational Advice Notice is used to advise of any operational change, which will not prompt a permanent amendment to a regulatory document but which requires to be communicated to users.

As required Yes

Information Notice (IN) An Information Notice is used as a general communication platform to notify operational or administrative pertinent information, which does not warrant the issue of a SI or OAN.

As required Yes

Aerodrome Safety Alert (ASA) An Aerodrome Safety Alert will be issued to communicate immediate safety concerns relating to operations, equipment or environment; and to highlight negative safety trends.

As required Yes



Minor Works Brief A notice issued in advance of minor works being carried out. Minor works may also be subject of an Operational Advice Notice

As Required No

FOCUS Safety Newsletter FOCUS Safety Newsletters are published and distributed every quarter. They inform Airfield users of current events, news, health and safety and Airfield safety issues.

Monthly Yes

7.2. Document Owners

Document Owner Aerodrome Manual Part A,C,D,E Head of Airfield Operations

Aerodrome Manual Part B Head of Airfield Operations

Emergency Orders Emergency Planning & Resilience Manager

Supplementary Instructions (SI) Airfield Operations, Safety & Compliance

Operational Advice Notices (OAN) Airfield Operations, Safety & Compliance

Information Notices (IN) Airfield Operations, Safety & Compliance

Aerodrome Safety Alert (ASA) Operational Compliance Auditor

Minor Works Brief (MWB) Airfield Planning Team

System Risk Assessment (SRA) Operational Risk & Assurance Manager

Development Risk Assessment (DRA) Head of Airfield Operations

Operational Risk Assessment (ORA) Head of Airside Operations

7.3. Issue Methods

Documents are issued either by hard copy or 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. These include Operational Advice Notice, Supplementary Instruction, Information Notice, Aerodrome Safety Alert, Aerodrome Manual & Emergency Orders. The only document that this does not apply to is the Airfield Safety Newsletter. The latest and current versions of most documents are always available on the Manchester Airport Website.

An email 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.

7.3.1. Amending of Controlled Documents

Controlled documents such as Supplementary Instructions (SI) and Operational Advice Notices (OAN) 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 a notice) 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. Documents will therefore be named in the following manner:

AM “YYYYMMDD” “Document Name” “version #” “(date of version issue)” i.e. YYYYMMDD Manchester Airport Aerodrome Manual v1 (1st JanuaryYYYY)

SI, OAN, ASA, MWB

“Abbreviated Document Name” “Issue” “YYYY” i.e. ASB 01-2017

SRA, DRA, ORA “Abbreviated Document Name” “Issue” “YYYY” i.e. DRA 01-2017

7.3.2. Operational & Administrative Changes

An Operational Change is a significant alteration to existing work practices that is

permanent. Such changes require a supplementary instruction 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.

7.3.3. Email Address

Documents are issued from the following email address: [email protected]

This is to ensure that all recipients can add the address to their “Allowed” or similar function on any email client to prevent communications being wrongly identified as spam, and therefore not being delivered.

7.4. Changes to Regulatory Documentation

It is crucial that operational documentation received from external companies 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 OSMC. Where any necessary actions are agreed, they will be delegated to a responsible post holder.

A document library is held within Airfield Operations, Safety and Compliance that

contains all relevant documentation.

7.5. Aeronautical Data Quality [ADQ]

Procedures for the management of aeronautical data quality are contained in LOP AP 02 2014.

7.6. The Recording of Aircraft Movements

MA uses Chroma Fusion which is an airport operations database which records all

movements and associated remarks.




7.7. Record Keeping

General Safety Records

Manchester Airport will ensure that operational safety records are kept for a minimum of 5 years and stored in a manner that ensures protection from damage, alteration or theft. Format of storage is primarily by two different means:

a) Electronic Email – Backed up daily PC Hard drive – Backed up 3 times daily Shared Drive(s) – Backed up 3 times daily

b) Paper Hard Copy – Archived as per MAN Administration procedure.

Specific Safety Records

In addition to the minimum of 5 years, Manchester Airport will ensure the following:

a) Suitable and sufficient records are kept for the lifespan of the AerodromeCertificate; the certification basis, the alternative means of compliance in useand the current aerodrome or aerodrome operator certificate(s), for the lifespan of thecertificate.

b) Suitable and sufficient records with other organisations, for as long as sucharrangements are in effect.

c) Suitable and sufficient records and manuals of aerodrome equipment or systemsemployed at the aerodrome, for as long as they are used at the aerodrome.

d) Suitable and sufficient records of safety assessment reports for the lifetime of thesystem/procedure/activity or for a minimum of 5 year.

e) Suitable and sufficient records of personnel training, qualifications, and medicalrecords as well as their proficiency checks, as appropriate, for at least four years after theend of their employment, or until the area of their employment has been audited by theCompetent Authority.

f) Suitable and sufficient records relating to the current version of the operational safety riskregister.



8. SAFETY RISK MANAGEMENT

8.1. Introduction

Safety Risk Management is the vital core activity that is the foundation of the overall SafetyManagement System.

Safety risk management is a generic term that encompasses the assessment and mitigation ofthe safety risks of the consequences of hazards that threaten the capabilities of an organisation(ICAO 2009).

The Manchester Airport Safety Policy states that risks must be managed and that appropriatesafety information is provided to all airfield users and employees to ensure that people areaware of risks and relevant safety control measures.

Aviation is, by nature, a business that requires careful management of the inherent and latenthazards involved, as it is not practicable to eliminate all hazards from the operation. Not allsafety risks are avoidable, and under certain circumstances, the cost of nullifying a riskoutweighs the benefits gained (e.g. installing underground heating to prevent moisture freezingon the runway would make operations in winter inherently safer, but the costs of doing sowould make it prohibitively out of proportion to other means of managing the associatedhazards). The safety risk management process is designed to ensure that Operations safetyrisks are reduced to be As Low As Reasonably Practicable (ALARP).

This Section describes the Operational safety risk management process for Manchester AirportOperations and how we ensure that the policy is achieved. Note that a separate method ofrisk assessment is used throughout the Group for assessment of hazards relating to job functionrelated tasks.

8.1.1. Definitions and Terminology

Hazard: A condition or an object that has potential to cause harm to personnel, result indamage, or reduce the ability to perform a prescribed function.

Consequence: The possible adverse outcome or outcomes resulting from the realisation of ahazard.

Severity: The extent of harm or damage associated with the consequence of a hazard beingrealised. (These are categorised for the purposes of the risk assessment process in Table 1later).

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: An expression used to describe the overall assessment of a threat presented by thepotential adverse consequences of a hazard.

This is described as a combination of the predicted likelihood and severity of an undesiredoccurrence.

Safety Control Measures: are mitigations put in place aimed at preventing or reducing either the severity or the likelihood of an undesired occurrence or adverse consequence. These



may be Human (procedures, rules), Physical (barriers, containment), or Technological (alarm systems, software controls) for example.

Safety Risk Management is the vital core activity that is the foundation of the overall Safety Management System.

8.2. Safety Risk Management Methodology

8.2.1. Objective

This process is designed to enable personnel to conduct and provide guidance in conducting

safety risk assessments.

8.2.2. Requirement

The safety assessment process is the foundation for all safety management activity. It is vital to identify, analyse and eliminate or effectively control all risk. The process of identifying the risk also assesses the safety of all parts of a system, operational requirement, maintenance process or work practice. Safety assessment is carried out to ensure that the management of any hazard is commensurate with the risk involved and the safety objectives identified. It is not possible to produce an exhaustive list detailing every circumstance requiring safety assessment.

8.2.3 Scope

There are broadly three different circumstances in Operations 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.

8.2.4. Responsibilities

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 Manchester

Airport Operations. Responsibility for carrying out risk assessments in line with the process

detailed within 8.2.5 lies with the nominated competent risk assessment owners and

nominated members of the operations team.



Competence for carrying out Safety Risk Assessments

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 two formal safety risk assessments, followed by a third under observation by one of the

following: -

• Operations Director

• Head of Emergency Services & Security

• Head of Airfield Operations

• Operational Risk & Assurance 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 SMS Compliance

Officer 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.

If all potential hazards are to be identified, the people involved in the safety assessment must

have a good understanding of the system risk management process or change to the existing

system, and how it will interface with the other components of the overall aerodrome system,

or ATS system, of which it is a part.

8.2.5. The System Risk Management (SRM) Process

The following key activities describe the system risk management process

Step 1 – Identification of Hazards & Consequences

The first stage of a new safety risk assessment is the preliminary hazard identification (often

referred to as a PHI). A structured approach to the identification of hazards ensures that, as

much as possible, most hazards in the system’s operational environment are identified.

Hazard identification will utilise experienced day-to-day operational personnel from duty

supervisory and management level to more senior management personnel. This will ensure

that the PHI includes people with a thorough knowledge of the process, system or hazard

being addressed. A PHI can also be applied to existing risk assessments and should capture

the hazards and likely precursors or causes of the hazards. At this stage, preventative or

control measures should not be analysed.



Techniques for ensuring a structured approach include the use of operational hazard

analysis checklists to more formal group review sessions to brainstorm hazard checklists,

operational and safety issues more broadly.

Hazards are constantly identified and reviewed through reactive, proactive and predictive

sources and underlying methods of safety information collection and analysis as identified

above and elsewhere in the SMS. It is a continuous process within safety management that

safety performance data and near miss observations are analysed to detect whether a

hazard and associated safety risk requires a review in the light of actual indications.

Hazard identification takes into account a combination of internal and external sources,

reactive, proactive and predictive processes. The scope of hazards in aviation is wide.

Examples of the scope of factors and processes that should be looked into when engaging

in hazard identification include:

Natural hazards, such as terrain, adverse weather and geophysical events (earthquake,volcano, flood);

Technical factors, hardware components, software, tools and equipment; Design factors, including equipment and task design, and the error tolerance of

equipment and the resilience of equipment to errors and failures; Procedures and operating practices, including their documentation and checklists, and

their validation under actual operating conditions; Communications, including means, terminology and language; Organisational factors, such as company policies, operating pressures, training, and

allocation of resources; Environment factors, such as ambient noise and vibration, temperature, lighting and the

availability of protective equipment and clothing; Detection and warning mechanisms; Human performance, such as medical conditions, physical limitations, mental limitations,

overload, distraction and human error traps.

Hazards may be identified through reports of actual safety events (accidents or incidents), or they may be identified through proactive and predictive processes aimed at identifying hazards before they precipitate safety events. There are a variety of sources of hazard identification; some are internal to the organization and others external to the organization.

Sources for identifying hazards include, but are not limited to:

Safety reports and performance analysis. Formal investigations and accident reports. Safety audits and monitoring systems. Safety surveys or studies. Knowledge and experience from subject matter experts. Feedback from training or peer observations. External industry sources, such as CAA safety data, information exchanges and otherorganisations.

For the purpose of safety management, the consequences of hazards should be described in operational terms. Many hazards hold the potential for the ultimate and most extreme



consequence: loss of human life. Most hazards hold the potential for loss of property, ecological damage and similar high-level consequences. However, describing the consequences of hazards in extreme terms makes it difficult to design mitigation strategies, except cancellation of the operation. In order to design mitigation strategies to address the safety concerns underlying the less than- extreme, lower-level operational consequences of the hazard (for example, crosswind), such consequences must be described in operational terms (runway lateral excursion), rather than in extreme terms (loss of life).

Step 2 – Estimation of the Severity of the Consequences of the Hazard Occurring

Table 1 – Severity Ratings

Severity Potential Consequences Value

Catastrophic Aircraft/equipment/vehicle/structure destroyed Fatality or multiple fatalities, or multiple serious injuries Major fire or explosion with substantial loss of critical infrastructure Total reduction in safety margins, severe physical distress or

workload such that the operators cannot be relied upon to performtheir tasks.

A

Hazardous Extensive damage to aircraft/equipment/vehicle/structure Single major injury; loss of limbs, permanent disability (RIDDOR

Serious) Fire or explosion with partial loss of critical infrastructure Significant reduction in safety margins, physical distress or workload

such that the operators cannot be relied upon to perform their tasksaccurately or completely.

B

Major Moderate damage to aircraft/equipment/vehicle/structure Lost time injuries to person(s) (RIDDOR reportable) Fire or explosion with partial loss of infrastructure Reduction in safety margins, distress or workload such that the

efficiency of the operators cannot be relied upon.

C

Minor Light damage to aircraft/equipment/vehicle/structure Minor injuries (First Aid treatable) Fire or explosion with disruption to operations Operating limitations

D

Negligible No damage to aircraft/equipment/vehicle/structure Nuisance or distraction but nil injury or near miss Fire with no disruption to operations Slightly reduced margin of safety but controlled within existing

procedures.

E



Step 3 – Estimation of the Likelihood of the Hazard Consequences Occurring

Table 2 – Likelihood Rating

Likelihood Description Value Frequent Likely to occur many times or has occurred frequently 5 Occasional Likely to occur sometimes or has occurred infrequently 4 Remote Unlikely to occur but possible or has occurred rarely 3 Improbable Very unlikely to occur or not known to have occurred 2 Extremely Improbable Almost inconceivable that the event will occur 1

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 form SM400. 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 a numeric 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.

Step 4 – Safety Risk Tolerability, Sign Off & Validity

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.



Table 3 – Safety Risk Tolerability Matrix Catastrophic

(A) Hazardous

(B) Major

(C) Minor

(D) Negligible

(E) Frequent

(5) 5A 5B 5C 5D 5E

Occasional (4)

4A 4B 4C 4D 4E

Remote (3)

3A 3B 3C 3D 3E

Improbable (2)

2A 2B 2C 2D 2E

Extremely Improbable

(1)

1A` 1B 1C 1D 1E

Risk Classification Risk Tolerability

Score

Required Action

5A; 5B; 5C;

4A; 4B; 3A

The likelihood and / or severity of the consequence is intolerable. Mitigation will be necessary to reduce the likelihood and/or severity of the consequences associated with the hazard before proceeding/continuing.

5D; 5E; 4C;

4D;

4E; 3B; 3C;

3D;

2A; 2B; 2C

The consequence and / or likelihood is of concern; measures to mitigate the risk to as low as reasonably practicable shall be sought. If it is determined that the risk classification is still Review, then the risk may be accepted, provided that the risk is understood and has the endorsement of the Accountable Manager.

3E; 2D; 2E;

1A;

1B; 1C; 1D; 1E

The consequence is so unlikely or not severe enough to be of concern; the risk is tolerable. However, where possible further mitigations shall be applied to reduce the risk to as low as reasonably practicable in order to minimise the risk of an accident or incident.

Intolerable

Tolerable

Acceptable



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 likelihood 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 sign-off 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.

The sign off authority and validity for risk assessments is outlined below:

Sign off authority and validity for Risk Assessment Risk Tolerability Sign off Authority Review Period

Risk Owner/Head of Department 24 months System Risk Assessment Accountable Manager 12 months

Development Head of Airfield Operations N/A Risk is not acceptable N/A

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 OSMC is responsible for identifying the need to carry out such reviews.

A moderation process will be employed through the OSMC. This will involve the following activities: -

1. Where an agreement cannot be made on the tolerability of a safety risk during theassessment process, the OSMC will conduct a review. This may be carried out directly byOSMC or delegated to a group of specified internal or external expertise.

2. At intervals, OSMC will carry out a random peer review of a safety risk assessment.

Step 5 – Safety Prevention, Control and Mitigation Measures

Safety prevention and control measures are aimed at blocking the causes from leading to a hazard being present. It should be acknowledged that this is not always possible, for example, preventing fog from forming. Safety mitigation measures, or reduction measures, are aimed at limiting the level of consequence if a hazard is realised.

Safety prevention, control and mitigation measures may include at least one of the following controls. These are listed in a hierarchy of effectiveness: -

If possible, remove the hazard entirely, or cease / cancel the process or activity it relatesto.

Design the hazard out by modifying the system (this includes hardware/software systems,physical hazards, and organisational systems).

Install physical guards or barriers that prevent or reduce exposure to the hazard, or reducethe severity of consequences.



Issue warnings, advisories, or signs for the hazard. Make procedural changes to avoid the hazard or to reduce likelihood or severity of the

associated consequence. Provide training to avoid the hazard or to reduce the likelihood of an associated

consequence. Ensure that a suitable response and contingency plan are in place.

Quality of safety controls must be judged. Are they always in place, if not, what is the error or fault rate and how does this impact the likelihood element of the safety risk? Be specific about how the measures impact the cause or the consequence. Do they aim to reduce the likelihood, or the severity element of the assessment? Also make an assessment of the quality of any data or analysis that is used.

The acronym ALARP is used to describe a safety risk that has been reduced to a level that is as low as reasonably practicable. In determining what is “reasonably practicable” in the context of safety risk management, consideration should be given both to the technical feasibility of further reducing the safety risk, and the cost. This must include a cost-benefit analysis. Showing that the safety risk in a system is ALARP means that any further risk reduction is either impracticable or grossly outweighed by the cost. It should, however, be borne in mind that when an organisation “accepts” a safety risk, this does not mean that the safety risk has been eliminated. Some residual level of safety risk remains; however, the organisation has accepted that the residual safety risk is sufficiently low that it is outweighed by the benefits.

Step 6 – Documentation of Safety Risk Assessments

All Operational safety risk assessments shall be documented on the template with reference SM400.

The form SM400 has 4 key sections. These are: -

1: Risk Assessment Summary. The Section 1 cover sheet contains a record of: - The process, system or hazard assessed; The Operations activities that are affected; The overall risk assessment scores (from Section 3); Who carried out the assessment; Sign-off; Date due for review.

2: Threat Analysis. This contains: - Refer to Bow tie diagram shown in section 8.2.6; Hazards Identified;

3: Evaluation of Existing Risk. This contains: - A catalogue of the outcomes that could be caused when the hazard is realised; An assessment of the Severity of the individual outcomes; An assessment of the Likelihood of the individual outcomes; Reference to any safety data sources and assumptions used in the assessment. Existing Risk Level

4: Analysis of Additional Safety Measures. This contains: - Evaluation of possible measures



A description of the actions identified and their desired outcomes; Owner for each action; Due date for completion of each action. Forecast Risk Level

For routine Development Risk Assessments the documentation is abbreviated, using the Form SM401.This form starts out with the Hazard Identification, with associated Severity rating in accordance with Table 1. The causal factors not listed individually, but are instead addressed by the chosen safety measures, which are rated as Strong, Medium or Weak. These safety measures are then used to assign a Likelihood rating in accordance with Table 2, with a resulting Tolerability score in accordance with Table 3. The standard ALARP and sign-off process is then followed as per 8.2.6.

Completed documentation is to be filed with the SMS Compliance Officer who will ensure that the review date is recorded for the calendar and also for continued monitoring of any follow-up actions.

8.2.6. Risk Assessment Methodology - Guidance

Bow Tie Methodology

The methodology used to conduct Operations safety risk assessments is based on a model known as the “bow tie”. This is because diagrammatically, the approach represents a bow tie shape as illustrated diagrammatically below.

The bow tie model consists of different elements and revolves around the hazard (The potential to cause damage or harm) and the top event (The release or loss of control of the hazard) and splits the risk assessment into 2 parts.

The first is the threat analysis (alternatively referred to as the causal analysis) and the second part is the consequence analysis (alternatively referred to as the event analysis). Diagrammatically, the hazard and top event is placed at the centre with the top event forming the “knot” of the bow tie, with the threats and chain of events on the left hand side, together with the control measures to prevent them, and top event consequences on the right hand side, together with recovery measures that mitigate against the consequences.

Bow Tie Diagram

Threat Analysis: This is an analysis of the chain of events and circumstances that lead to the top event being present. The threat analysis has the following steps:



Identify the precursors and possible causes that lead to the release of the hazard and thetop event being present.

Describe the existing, or designed, safety prevention and control measures. List references to any relevant procedures associated with the control measures. Identify escalation factors which are a condition that lead to increased risk by defeating or

reducing the effectiveness of control or recovery measures. Owners are allocated for the safety measures and procedures. Assessment of the effectiveness of existing safety measures. Identification of any further actions required to change existing procedures or for new

measures in order to meet the ALARP principle.

Consequence Analysis: This is an analysis of the possible undesired outcomes and adverse consequences that could result from the top event hazard being realised. The consequence analysis has the following steps:

Detail the possible outcome or range of outcomes that are caused when the hazard isrealised.

Assess the Severity of the outcome (taking into account the realistic worst foreseeablescenario, but also making reference to the likely range of outcomes).

Assess the Likelihood of the outcome (again, with reference to the realistic worstforeseeable scenario, but also making reference to the likely range of outcomes).

List references to any safety data sources and assumptions used in the assessment of theconsequences or relevant causes.

Following the completion of the causal and consequence analysis, final steps in the safety risk assessment process are then: -

Confirm the overall level of risk and determine whether it is tolerable or not. If tolerable, confirm any further actions, owners and dates for completion. Sign-off the assessment at the relevant level. Determine the review date. File the documentation with the SMS Compliance Officer.



Example of a bow tie diagram -



Operational HAZOPS This may be used to address a short-term situation where the scope and impact are limited

and can be reasonably handled at Duty Management level at, or near to, the time of the

event. Such an event might be:

Unplanned maintenance work on a taxiway surface

Failure of AGL service, or depletion of RFFS capability

An Operational HAZOPS will be carried out in accordance with Operational Hazard

Analysis Checklist, and will normally entail a discussion with the ATC Watch Manager and

other key operational post holders. There will be no formal recorded assessment of specific

risks, but rather the process will show what issues have been considered and what measures

have been put in place to mitigate any reduction in facilities or capability. Actions to address

each of the checklist items will be agreed between the parties and recorded on the checklist.

8.2.7. References

a) Aerodrome Manual Part b, Para 8.2 b) CAP795 – Safety Management Systems – Guidance to Organisations

ICAO Doc 9859 – Safety Management Manual



9. AIRFIELD SAFETY REPORTING & INVESTIGATION

Safety Reporting & Investigation is carried out for two main reasons. The first is that in

certain circumstances it is a legal requirement for an incident or accident to be reported

and then investigated. The second is that useful information can be gathered, analysed,

and learned from by reporting safety occurrences with the aim of reducing further

incidents.

The section below gives an overview of Airfield Safety Reporting & Investigation;

however for further details please refer to:

Aerodrome Manual Part E Airside Standing Instructions ASI 9 – “Accident, Incident, and

Safety Reporting”.

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) and the Health

and Safety Executive (HSE) if deemed appropriate by the HAO, OPRM or ADM.

Furthermore, prompt and thorough investigations of accidents and occurrences may

result in important lessons being learned, helping to avoid a re-occurrence. The

following instructions relate to all the reporting systems used at Manchester Airport.

9.1. Airfield Occurrence Reports

The Airfield Operations Team is primarily responsible for maintaining safety and

operational standards within the Airfield Boundary.

All Accidents, incidents and safety occurrences within the Airfield boundary will be

recorded in the first instance on an Airfield Occurrence Report (AOR).

9.2. Mandatory Safety Reporting

Mandatory Occurrence Reports (MOR’s) are submitted in accordance with the Air

Navigation Order and as required in European Regulation EU 376/2014.

It is a requirement of operating at Manchester Airport that all airside accidents and

safety related incidents must be reported to MA Airfield Operations. This therefore falls

under mandatory safety reporting.

9.3. Reporting Procedures

The CAA requires that MOR reports be filed within 72hrs of the occurrence. All reports are to be made using the appropriate CAA/EASA (ECCAIRS) form. The person completing the form is responsible for ensuring that it is dispatched to the

CAA SIDD. Personnel filing MORs are requested to copy them to the MA HAO as reasonably

practicable on the day the MOR was filed. The HAO is to review the evidence and submit an occurrence folder to the OPRM, as

soon as reasonably practicable or in the absence of the HAO the ADM will facilitatethis action.



9.4. Incident / Accident Investigation

The ORAM will initiate and carry out a full investigation into the occurrence appropriate to the MOR Category detailed at 9.6.

The investigation will be fully documented and witness statements and accounts taken as appropriate. Other organisations may need to be involved such as Airlines, Handling Agents, ATC and Internal MA departments. Once completed, results and recommendations will be made and the completed document presented to the Head of Airfield Operations for consideration.

The OPRM will report through to the Operational Safety Management Committee results of Internal & External investigation findings that may have implications for MA’s SMS.

Dependent upon the nature of the incident and results of the investigation, a review of procedures or training may be required in order to prevent a reoccurrence.

It should be noted that an Occurrence folder might be opened in response to a non- reportable accident and that an investigation and review will still be undertaken.

9.5. Follow Up Actions

Following an investigation, appropriate to the severity of the incident, any or all of the following actions may be taken:

MA may require additional training for personnel concerned An infringement notice may be served Procedures may be modified

A monthly ‘Airfield Safety Management Report’ of all airside accidents/incidents is produced and discussed at the Safety Performance Committee and OSMC.

9.6. 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

9.6.1. Definitions



Severity

H 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.

M 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.

L 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. Activity to stop or to be immediately reviewed and put under close monitoring activity.

B No immediate need to stop activity or make changes to procedures.

C No immediate action but ALARP measure to be considered. Monitor.

D No action required but may require further monitoring in the future.

Investigation process

A. Refer to OPRM for urgent investigation. Recommendations to be implemented within 3 months.

B Refer to OPRM for investigation in routine time. Recommendations to be implemented within 6 months.

C Sign off at AOR level and refer to AOR procedures.

D Sign off at AOR level and refer to AOR procedures.



10. 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 Manchester Airport is owned by the Airfield Safety & Compliance team. An Airfield Safety Management Report is produced monthly, reporting data in the following key areas:

Runway Safety Air Navigation Services Runway Incursions Airprox Runway Excursion Loss of Separation Runway Friction Level Bust Runway Lighting Zone Infringement

Wildlife Control Aircraft Taxiing Confirmed Wildlife Strike Events Deviations from cleared Taxiway Unconfirmed / near miss strike events Aircraft parking errors Risk Category of wildlife observed Obstruction to taxiing aircraft by

Wildlife dispersal methods deployed 1. Moving VehicleGrassland Management 2. Stationary Equipment

Turnround Related Incidents Safety Assurance Collision of equipment with aircraft Safedock Operator absent Pushback error Airfield Occurrence report summary Vehicle Accident RFFS Incident response call outs Apron FOD Turnround Audits

Non compliance

MOR Investigation CAP642Vehicle/Equipment InspectionsCAP642 Summary

Safety Awareness Promotion Airside Safety Bulletins Airfield Safety Promotion News

10.1. Safety Severity Categorisation

In order to further develop safety target setting methods, the Safety Severity Categorisation system (SSC) is operated through the relevant Safety Performance Committee. Rather than focusing purely on the number of certain types of events, this system ranks each event according to severity of outcome. Targets are then set against the number and severity of all safety events and updated annually by the SPC. The advantage of this type of system, rather than setting a target of, for example, no more than 30 birdstrikes per year, is that it allows focus to be immediately fixed on the most serious events, regardless of the immediate cause. Such a system does not replace standard monitoring of individual types of safety events, but focuses resource on investigating and improving the high-risk areas. General safety performance is described in chapter 10 of this document.



Health & Safety SSC’s



Notes:

Airprox can only be Minor (Cat C), Moderate (Cat B) or Serious (Cat A). Airspace Infringement can be Negligible or Minor. If more serious, will be

categorised as Loss of Separation or Airprox. Loss of Separation can be Negligible or Minor. If more serious, will be categorised

as Airprox. Level Bust can be Negligible or Minor. If more serious, will be categorised as Loss

of Separation or Airprox. Runway Incursion can only be Serious, Moderate or Minor and not Negligible. Accident involving damage to aircraft cannot be Negligible.

10.2. Safety Surveys

Safety surveys are generated from the weekly Safety Performance Committee meetings with MA and NATS.



11. CONTRACTED ACTIVITIES

11.1. ILS Inspections

ILS flight inspections take place every six months on the ILS equipped runways. A licensed contractor carries out this function

11.2. Compass Swing Facility

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 at the junction of Taxiways Bravo, Charlie and Kilo.

The CSB is certified to Category 2 standards. QinetiQ plc, who are approved by the Government carries calibration and re-certification out bi-annually. A calibration certificate is held by the Head of Airside Operations and maybe viewed at any reasonable time.

11.3. Aerodrome Survey Data and Treatment of Obstacles

CAP 232 sets out the required specification for aerodrome topographical and obstacle limitations surveys. Manchester Airport will procure these under contract with a CAA approved provider.

11.4. The Management of Air Traffic

The management of Air Traffic within the Manchester Airport CTR, and Radar control of associated IFR Air Traffic outside the CTR, are contracted to NATS. NATS carry 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 Manchester MATS Part 2.

11.5. Aeronautical Ground Lighting

ATG provide Manchester Airport with expertise in maintaining the software for the AGL system.

11.6. Navigational Aids

Navigational Aids are operated in accordance with MATS Part 2, in compliance with CAP 670. The equipment is maintained in accordance with the NATS Management System where NATS has been delegated with Engineering Authority. In the case of the Surface Movement Radar, Manchester Airport Group contract directly with a maintenance provider, who coordinates requirements in consultation with NATS Engineers.



12. COMPLIANCE MONITORING

Compliance monitoring of operational activities is an important part of the SMS and is essential to ensuring Safety Performance Monitoring and Measurement.

MA’s compliance monitoring is organised and governed at three levels.

Level 1 Departmental Standards Assurance Level 2 Airfield Safety & Compliance

Level 3 MAG Risk & Assurance

12.1. Compliance Monitoring Categories

The compliance monitoring process is divided into 4 categories:

Internal Compliance Monitoring Regulatory (EASA) Compliance Monitoring External (Third Party/Contracted) Compliance Monitoring Risk Based Compliance Monitoring

Where the competence to complete compliance monitoring is held internally, MA and/or MAG staff carry out compliance monitoring. When the subject area is too specific to have a specifically trained member of internal staff, external companies are used. The following procedure gives an outline of the compliance monitoring system currently in place at Manchester Airport.

12.1.1. Internal Compliance Monitoring

Audit Level Audit Area Brief Description Auditor Minimum Audit Frequency

Level 3 MAG Internal

Departments

and

Operational

Areas

Internal and regulatory

compliance

MAG Risk &

Assurance

Performance &

Risk based



12.1.2 Regulatory (EASA) Compliance Monitoring

12.1.3. External (Third Party/Contracted) Compliance Monitoring

The following areas are subject to audit, either by Airfield Safety and Compliance, Airfield Operations or an externally appointed company:


Level 2 EASA Organisation Requirements for Aerodromes

Internal compliance against requirements PART.ADR.OR Subparts A - E

Airfield Safety & Compliance Three Yearly

Cycle

Level 2 EASA Organisation Requirements for Operations

Internal compliance against requirements PART.ADR.OPS Subparts A - C

Airfield Safety & Compliance Three Yearly

Cycle


Level 2

Fuel Management

Compliance with CAP748 for companies who store aviation fuel or have responsibilities for “into plane fuelling”.

External Bi-Annually per service partner

Level 2

Service Partner To assess Service Partners’ compliance with MA airside operational requirements, ASI’s, Ground Service Licence and self-certification for airbridge operations and airside driving.


Performance & Risk based

Level 1

Aircraft Turnround

To assess Service Partners’ compliance with CAP 642 and Local Airfield Instructions.

Airfield Operations

Daily

Level 2

Self-Certification (Operators Vehicle Maintenance Standards)

To assess the Operators’ compliance with CAP 642 and MA requirements on airside vehicle standards.


Performance & Risk based

Level 1 Ramp Vehicle Inspection

Spot-check process to monitor compliance with CAP642 vehicle standards.

Airfield Operations

Monthly



12.1.4. Risk Based Compliance Monitoring

To assist with ensuring the Manchester Airport operational risk profile is accurate and continually updated, the Operational Risk & Assurance Manager will issue compliance monitoring requests to the Operational Compliance team. This is to ensure the performance/adequacy of risk barriers is monitored and outcomes are inputted back into the operational risk management profile.

12.2. Third Party/Contracted Activity Complexity Triangle

12.2.1. Third Party / contracted organisations’ operational activities will be audited on a performance and risk basis.

Performance based audits are conducted on those companies with staff having access airside, in particular staff who have access to the apron area and may come into close proximity to vehicles or aircraft. These audits will cover airside operational activities that the audited company is self-certified for e.g. Airbridge Operations and Airside Driving to ensure compliance with MA requirements.

The audit will check for compliance with the requirements of Manchester Airports Safety Management System (SMS). Any non-compliance is brought to the attention of the Service Partner and actions with timescales are agreed.

The audit outcomes will be recorded on an Operational Compliance Audit Report which will then be filed and maintained for a period of 2 years.

Performance based audits can also be carried out as a ‘Desk Top’ audit from a location away from the company being audited using electronic communications. ‘Desk Top’ audits provide a level of safety assurance and compliance with MA requirements by the information and documentation requested by and submitted to the Auditor.

Analytical information will determine the level of oversight before being categorised against the Complexity Triangle according to risk and performance RED (High), AMBER (Medium), or GREEN (Low).

The Complexity Triangle will determine the initial oversight required in proportion to the organisations operational complexity and be continually evaluated and reassessed to determine further categorisation if required.

High- 1 YEAR

Medium- 2 YEARS

Low- 3 YEARS



Determination of the level of oversight assurance will be agreed by Airfield Safety & Compliance Team.

12.3. Compliance Monitoring Schedule

A Safety Management Compliance Monitoring Schedule for MA Internal Departments and 3rd Party / contractors programmes audits over a 36 month (3 year) period. The Operational Compliance Auditor is responsible for the Safety Audit Schedule. The internal and external annual audit schedules will be subject to approval by the HASC and the Operations Director (Accountable Manager). Whilst the matrix sets out the preferred audit schedule, changes to the matrix will be made to facilitate the audit process when necessary.

12.4. Compliance Monitoring Process

The Safety Audit process is a robust system incorporating:

Communication of intent to audit – contact is made by Airfield Operations Safety &Compliance to the organisation / department concerned informing them of theupcoming audit date and time.

Audit – an audit is carried out by Airfield Safety & Compliance by one or more of theAudit Team.

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 anysafety concerns.

Check and review of action plan – the action plan is monitored and followed up toensure that all safety concerns have been addressed.



Depending upon the type of audit the above Safety Audit structure can be altered. For example, for daily aircraft turnround audits it is not feasible to write a letter of intent and individual action plan for each company at each audit. What is more reasonable is to highlight any major concerns immediately, but then build up a case of improvements that need to be made, and deliver them during the Service Partner audit. 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 Head of Airfield Operations Persistent non-compliances by individual companies will be monitored by the Airfield Safety & Compliance Audit Team and brought to the attention of the Head of Airfield Operations.

12.4.1. Non-compliance Categorisation

Each Audit finding is categorised as RED, AMBER or GREEN requiring a response within an agreed period of time. RED Non-Compliance - Response required in 7 days AMBER Requires attention – Response required in 28 days GREEN Compliant

12.4.2. Audit Outcomes

All non-compliances resulting from the Audit Reports will be included in the monthly Airfield Safety Management Report and subsequently discussed at the Safety Performance Committee (SPC) and Operational Safety Management Committee (OSMC).



13. SAFETY REPORTING

13.1. Open Reporting System

MA Airfield Operations has an open reporting system for use by all colleagues within the Airfield Operations Team. Any member of the Airfield Operations team may submit an “Open Report” for consideration by the Airfield Operations Senior Management Team. Reports maybe submitted for consideration at the MA and NATS Safety Performance Committee weekly review meeting. Actions are tracked for confirmation of follow up actions being completed.

13.2. Safety Issue Reporting

Two Safety issue-reporting systems are in use. The CA4114 reporting system exists between Airfield Operations, Apron Control, and NATS. It allows for any formal or informal safety related concerns to be raised between the three departments and then discussed at the MA-NATS Safety Incident Review Group meeting. Additionally, an “Open” reporting system is used by Airfield Operations for staff to highlight issues or make suggestions in the airfield operations field.

13.3. Voluntary Safety Reporting

A Voluntary Safety Reporting system is available for Manchester Airport Airfield via MAG World Voluntary Safety Reporting and provides a further method for increasing knowledge on safety performance and culture. This reporting system provides a means to allow airfield users to raise safety concerns that can be responded to and investigated further.

http://www.magworld.co.uk/maplc/safetyhazards.nsf/cf?openform



14. THE MANAGEMENT OF CHANGE

14.1. Introduction

One of the risks within an organisation is when something changes, be it a process or a job 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 MA puts in place to ensure any risks are assessed and managed to a level As Low As Reasonably Practicable.

14.1.1. Changes Requiring Prior Approval by Competent Authority

Manchester Airport will gain prior approval from the Competent Authority as required by EASA Regulation ADR.OR.B.040. Examples of changes requiring prior approval are as follows:

a) Use of alternative means of compliance.

b) Changes to the Manchester Airport change management procedure.

c) Changes to the certification basis, or the terms of the certificate.

d) Changes to safety-critical aerodrome equipment.

e) Changes significantly affecting elements of the aerodrome Manchester Airport’s safety management system.

f) Changes to the level of protection of rescue and firefighting services.

g) Changes to low visibility procedures.

h) Operation of aircraft with higher code letter. Moreover the Competent Authority may require prior approval for changes to any obstacles, developments and other activities within the areas monitored by the aerodrome operator in accordance with ADR.OPS.B.075, which may endanger safety and adversely affect the operation of an aerodrome. Details of the change that require prior approval by the CAA must be submitted using the guidance described in CAP 791 and more specifically SRG2011 form.

14.1.2. Changes not Requiring Prior Approval by Competent Authority

Manchester Airport will appropriately manage and assess all changes to personnel, systems, equipment and procedures to ensure an acceptable level of safety is maintained during and after periods of change. Para 14.2 and 14.3 describe the ‘Management of Change’. Whilst approval by the competent authority is not required, there may still be a requirement to notify the competent authority of the change. Notification of the changes that do not require prior approval will be undertaken by ensuring the CAA receive copies of the relevant mandatory communications such as Supplementary Instructions (SI) or Operational Advice Notices (OAN).



14.2. The Management of Change (Personnel)

14.2.1. Requirement

Any significant safety-related key personnel change detailed within the Aerodrome Manual Part B SMS or within its sphere of influence, including the implementation of a new post, modification of existing posts or change to the person within that post shall be subject to the MA Operations Competency Framework assessment.


The Head of Airfield Operations (Safety Manager) shall notify all managers about any potential safety-related change to any key safety personnel, as there may be interaction between departments, which must be considered as part of the change management process. Heads of the Department shall be responsible for safety assessments of all safety related changes within their respective departments.

All safety significant posts have Safety Accountabilities and Responsibilities described within the MA SMS. Changes to these safety accountabilities and responsibilities or the person undertaking the post must be subject to the MA Operations Competency Framework assessment.

14.2.3. 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.

14.2.4. 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.

14.2.5. Guidance

a) Safety Competency Frameworks – Part B Section 14b) Change Management (System, Equipment, Procedure) – Part B, Para15.3



14.2.6. References

a) EASA ADR.OR.B.040(f) – Management of Changesb) CAP 795 - Safety Management Systems - Guidance to Organisationsc) ICAO Doc 9859 – Safety Management Manual

14.3. The Management of Change (System/Equipment/Procedure)

14.3.1. Requirement

Any significant System, Equipment or Procedural safety-related change detailed within the Aerodrome Manual Part B SMS or within its sphere of influence, including the implementation of a new procedure, modification of existing systems and the introduction of new systems, shall only be effected after the appropriate safety assessment has demonstrated that an acceptable level of safety will be met.


The relevant Head of the Department shall notify all managers about any potential safety-related change to any equipment, procedure or system as there may be interaction between systems, which must be considered as part of the change management process. The Department Heads shall be responsible for managing all safety related changes within their respective departments.

14.3.3. 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 may require users to be consulted. When, due to the nature of the change, the acceptable level of safety cannot be expressed in quantitative terms, the safety assessment may rely on operational judgement.

14.3.4. System/Equipment change

Aerodrome and ATS system/equipment changes commonly pass through a variety of phases during their life from initial concept through to decommissioning. Safety needs to be planned for and addressed in all of these phases although the depth of risk assessment will vary depending upon the stage of the project and the degree of risk that exists. Performing risk assessment early in the change process can identify hazards that impact on the design of the system/equipment. It is better that these hazards and their impacts are identified early in a change so that the system/equipment can be designed to take account of them, rather than incurring expense trying to change a design or retrospectively to generate safety assurance evidence later in a change. Also, failure to update earlier safety analyses with information that subsequently becomes available in later change phases may invalidate the earlier analyses.



14.3.5. Guidance

a) Safety Risk Management Methodology – Part B, Para 8.2

b) Change Management (Personnel) – Part B, Para 15.2

14.3.6. References

a) EASA ADR.OR.B.040(f) – Management of Changes

b) CAP 795 - Safety Management Systems - Guidance to Organisations

ICAO Doc 9859 – Safety Management Manual



15. SAFETY COMMUNICATIONS

Promoting and communicating the SMS is key to its success, particularly the sectionsfocussed on behaviours and culture. A number of communication methods are used, andthey 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

Supplementary Instructions (SI) Operational Advice Notices (OAN) Information Notice (IN) Aerodrome Safety Alert (ASA) Airfield Safety Newsletter Minor Works Brief Airfield Safety Management Reports

Please see 7.1 of this document for more detail.

Promotion and Awareness

In order to ensure the correct messages about safety are getting to the right people, dedicated awareness campaigns are carried out within the Operations department. Rather than standard instruction sheets, the use of branded marketing material helps to bring the safety message to life, as well as embedding the SMS as a corporate sponsored strategy.

Manchester Airport Group (MAG) operate a recognition reward scheme, ‘Airside Safety

Award’ to recognise, respect and appreciate external airside operating colleagues who

demonstrate commitment to improving and developing airside safety.

The Recognition programme allows for instant recognition when an airside operating

employee behaves in a way that deserves acknowledgment for their actions and

achievements.

There is no limit to the number of recognition awards an employee can receive throughout

the year. The ‘Airside Safety Award’ scheme is maintained and managed by Airfield

Operations.

Internal Communications

Internal communications through email, intranet, and other publications are used to continuously promote the SMS, both within Operations and MA as a whole.



16. SAFETY TRAINING & EDUCATION

The Manchester Airport site has approximately 20,000 staff, most of who work for third party companies. However, MA has a duty to operate a safe airfield, and therefore takes on a responsibility to ensure those who work on the airfield 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 MA or by third party company.

16.1. Manchester Airport Staff

The training and education of MA staff is supported by Competency Frameworks in place throughout all operational areas (Airfield Operations Safety & Compliance, Airfield Operations, and Asset Management). Such documents are owned by each area head and can be accessed at any time by authorised persons on request. 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.

16.2. Third Party Company Staff

The training and education of third party Company staff is the responsibility of the Company itself, but is supported by MA where possible. As stated above, there are certain elements where MA dictates requirements; examples being Airside Driver Training and Airside Safety Induction Training. The main way in which training and education is monitored by MA is through the use of an audit system, as outlined in Section 12 of this document. This ensures that each third party company reaches certain generic standards relating to safety, allowing MA to be confident that said company is safe to operate on the Manchester Airport site. In addition, safety targets are contained in the Ground Handling Licences applicable to key airside operating Companies.

16.3. External Groups

To ensure that a wider industry perspective is taken into consideration, MA Operations maintain 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 Manchester and the MAG airports. A selection of these groups includes:

Airport Operators Association – Operations and Safety Group Airports Council International – Technical Operations and Safety Committee UK Flight Safety Committee

16.4. Human Factors

There are many ways in which human interaction can have an impact on safety. A

dedicated training programme on Human Factors is offered to all key aerodrome post

holders with operational safety responsibilities. This involves most managers within

Operations.


Part C- Particulars of the Aerodrome Site



AERODROME CHARACTERISTICS

NOTE: Information in Part C must not be used for operational or flight planning purposes.

1. LOCATION AND ELEVATION

Aerodrome Reference Point Lat. 532113.48N (Mid point Runway 05L/23R) Long. 0021629.82W

Aerodrome Elevation 257ft Apron Elevation 238ft

2. INS CHECKPOINTS

All INS checkpoints have been surveyed in compliance with the WGS84 specification.

Comprehensive details are to be found in the UK AIP.

3. OBSTACLES INFRINGING STANDARD PROTECTED SURFACES

Obstacle Location Co-ordinates & height Surface penetrated & amount

Where promulgated

Air Traffic Control Tower

Next to North side fire station

53.21.27.89N 002.16.46.33W Height 434 Feet AMSL

Inner Horizontal Surface

To be included in UKAIP/NOTAM

Chimney On ‘Airport Hotel’ public house abeam Link Juliet

53.21.50.28N 002.15.28.83W 285 feet

23R Approach 24 feet

UK AIP Aerodrome Chart

Chimney On terraced house Ringway Road

53.21.52.94N 002.15.02.63W 281 feet

05L Take-Off Climb 13 feet

Type A chart

SMR Antenna

On roof of ATC tower

53.20.27.30N 002.16.59.53W 316 feet

Transitional 4 feet

UK AIP Aerodrome Chart

Tree (3553)

South of airfield 53.20.56.86N, 002.16.21.94W 255.35 feet

23L Approach 13 foot

UK AIP AD 2.10

Tree (3203)

South of airfield 53.21.05.47N, 002.13.54.38W 344.85 feet

Inner Horizontal 11 foot

UK AIP AD 2.10

National Grid Pylon

South of airfield 531905.19N 0021705.85W 397 feet

Inner Horizontal UK AIP AD 2.10



4. MANOEUVRING AREA SURFACES4.1. Runways

Runway 05L 23R 05R 23L

Hdg ° (true) 051° 231° 051° 231°

Length (m) 3048 3048 3047 3200

Width (m) 46 46 45 45

Starter Extension None None None 150m x 30m

Surface Concrete/ Asphalt Concrete/Grooved Asphalt

Slope overall 0.49% up 0.49% down 0.46% up 0.48% down

Longitudinal Slopes

Locally less than 0.25% Change between consecutive slopes less than 1.5% Maximum rate of change of gradient over 30m is 0.41%.

Local slopes less than 1.25%. Change between consecutive slopes less than 1.5%. Maximum rate of change of gradient over 30m is 0.1%.

Sightlines Owing to the humpbacked profile the full length of the runway may not be visible from the flight deck of an aircraft lined up at the end of the runway. The high point of the runway is abeam link golf.

Full length of the runway is visible from any point.

Runway PCN 94/F/C/W/T 94/F/C/W/T 79/F/C/W/T 79/F/C/W/T

Shoulders 23m each side 7.5m inner each side (paved), plus 7.5 outer each side (stabilised grass)

Shoulder PCN 25% of runway strength 42/R/C/W/T

Stopway None declared None declared

Threshold Elevation

212 feet 249 feet 186 feet 227 feet

TORA 3014m 2897m 3047m 3200m

TODA 3229m 3197m 3347m 3500m

ASDA 3014m 2897m 3047m 3200m

LDA 2587m 2714m 2864m 2864m

RUNWAY END SAFETY AREAS (RESA) Runway 05L 23R 05R 23L

Undershoot RESA distance (ref Ch3 Para 5.2, 5.3)

517m 390m 242m 534m

Overrun RESA distance (ref Ch3 Para 5.2, 5.3)

240m 240m 351m 242m

Runway Slope - first quarter (ref Ch3 Para 3.3.3)

Less than 0.8% 0.88% Less than 0.8% Less than 0.8%

RESA Slopes (ref Ch3 Para 5.6 5.7 and 5.8)

Less than 5% Less than 5% Less than 5% Less than 5%

Navaids in RESA (ref Ch3, 5.9 & 6)

No Small frangible monitor aerial.

Small frangible monitor aerial.

No

Delethalisation in Graded Area (ref Ch3 Para 4.1.3)

Yes Yes Yes Yes

Delethalisation of full RESA (ref Ch3 Para 5.4 implied)

Yes Yes Yes Yes

Notes Frangible ILS monitor aerial and plinth within declared RESA.

.

Clearway 230m 303m 300m 300m Strip Dimensions 300m wide

60m beyond pavement ends. 300m wide 60m beyond pavement ends Note - Strip narrows to 56m on south Side of starter extension.



4.1.1. Illustration of declared distances and Runway End Safety Areas- Runway 05L-23R



4.1.2. Illustration of declared distances and Runway End Safety Areas - Runway 05R-23L



4.2. Northside Taxiway System

Designator ICAO Code

TWY or ASTL

Width PCN Centreline to object clearance*

Amplifying Comments

Alpha E TWY 23m 95/R/C/W/T (C-D) 82R/C/W/T Between A1 & A2. 66 F/C/W/T between A2 and B),72/C/X/W/U TWY B to TWY C

49m

Bravo E TWY 23m 95/R/C/W/T (B2-B3) 107/R/C/W/T (B4-B5)

49m

47.5m

Charlie E TWY 23m 95/R/C/W/T 47.5m

Delta (abeam STD218-216)

D ASTL 23m 95/R/C/W/T

107 R/C/W/T

107 R/C/W/T

33.5m Code E access to 216 retained


E ASTL 23m 46.5m Strip incorporates Apron Road


E ASTL 23m 50.5m Strip incorporates Apron Road

Delta (R – D5)

E ASTL 23m 42.5m Strip incorporates Apron Road System

Delta (D5 – D1)

F TWY/ASTL

25m 55m/50.5m

Foxtrot E TWY 25m To be confirmed 49m

Juliet E TWY 23m 72/R/C/W/T 49m

Juliet Echo C ASTL 23m 56/R/C/W/T 32m Strip incorporates Apron Road. Available for aircraft up to and including B757. Strip meets Code C Taxiway Requirements, but not Code D Apron Stand Taxilane requirements.

Juliet Foxtrot D ASTL 23m 72/R/C/W/U 38m Strip incorporates Apron Road System

Golf G1-G4 D ASTL 23m 95/R/C/W/T 36m Will accept Code E aircraft with a max wingspan of 60m (A330/ B787).

Golf G3– abeam SRD 58)

C ASTL 18m TBC 26.5m

Hotel E TWY 23m 95/R/C/W/T 47.5m

Kilo F TWY 25m 95/R/C/W/T 55m

Lima E ASTL 23m 95/R/C/W/T 42.5m Strip incorporates Apron Road System.

Romeo E ASTL 23m 107/R/C/W/T 42.5m or more

Strip incorporates Apron Road System.

November (D-N3)

E ASTL 23m 95/R/C/W/T 45m Will accept Code F aircraft with a max wingspan of 68.5m (B748).

November Alpha

E ASTL 23m 95/R/C/W/T 42.5m

Papa E ASTL 23m 97/R/B/W/T 42.5m

Quebec E TWY 23m 97/R/B/W/T 42.5m By-pass route across stands 61 to 64 Right

Signature Taxiway

B TWY 10.5m TBC 19.5m

*Taxiway to object clearance is based upon the nearest non-mobile object including parked aircraft. Airside roadways and vehicles drivingon these may exist within this clearance.



4.3. Southside Taxiway System

Designator Code TWY or ASTL Pavement Width

PCN Centreline to object clearance

Amplifying Comments

Bravo Zulu E TWY 23m 79/R/C/W/T 47.5m

Delta Zulu E TWY 23m 79/R/C/W/T 47.5m

Foxtrot Zulu E TWY 23m 79/R/C/W/T 47.5m

Hotel Zulu E TWY 23m 79/R/C/W/T 47.5m

Victor E TWY 23m 79/R/C/W/T 49m A380 capable (V1-V5)

Victor Alpha E TWY 23m 79/R/C/W/T 49m A380 capable

Victor Bravo E TWY 23m 79/R/C/W/T 47.5m

Victor Charlie E TWY 23m 79/R/C/W/T 47.5m

Victor Delta E TWY 23m 79/R/C/W/T 47.5m

Uniform E TWY 23m 79/R/C/W/T 47.5m

Whisky E TWY 23m 79/R/C/W/T 47.5m

Yankee E TWY 23m 79/R/C/W/T 47.5m

Tango E TWY 23m 79/R/C/W/T 49m A380 capable

Sierra D TWY 23m 79/R/C/W/T 47.5m Code D due Runway/Taxiway Centreline Separation.

4.4. Runway 05L/23R Links, Exits & Rapid Exit Taxiways

Designator Code TWY or ASTL Pavement Width

PCN Strip Width Amplifying Comments

Juliet E TWY 23m 82/R/C/W/T 47.5m

Mike F TWY 25m 61/R/B/W/T 55m

Hotel E TWY 23m 95/R/C/W/T 47.5m

Foxtrot E TWY 23m To be confirmed 47.5m Longitudinal slope is 1.7%

Delta E TWY 23m To be confirmed 47.5m Longitudinal slope is 2.2%

Bravo Delta E TWY 23m 95/R/C/W/T 47.5m

Bravo E TWY 23m 107 R/C/W/T 49m

Alpha Echo E TWY 23m 97/R/B/W/T 49m Total Pavement Width is 25m, however centreline is not equidistant from pavement edge, therefore not compliant with Code F Pavement Width Requirements.

Alpha Foxtrot E TWY 23m 56/R/C/W/T 47.5m

Alpha Golf F TWY 25m To be confirmed 55m

Alpha E TWY 23m 82/R/C/W/T 47.5m



4.5. Runway and Taxiway Access Points

Vehicle holding points have been established on roadways leading directly onto runways and taxiways from points on the perimeter of the airfield. There are two types of holding position.

Vehicle Runway Access Point (VRAP)

There are five of these, each with a unique designator relating to a nearby Landmark such as a crash gate. They are shown as a

Symbol on the Manoeuvring Area Drivers Map. Signage at each of these points will show the unique designator in every case. The ground marking is a ‘Pattern A’ runway holding point marking, suitably reduced in scale for road use. There are road guard lights (‘wig-wags’) adjacent to the ground marking.

Vehicle Taxiway Access Point (VTAP)

There are seven of these, each with a unique designator relating to a nearby landmark such as a crash gate. They are shown as a

Symbol on the Manoeuvring Area Drivers Map. Signage at each of these points will show the unique designator in every case. The ground marking is a double white line. Vehicles holding at the ground marking will be clear of the taxiway strip.



4.6. Aircraft Stand Provision Manchester Airport has a complex aircraft parking stand arrangement spread across 3 terminals, with contact and remote stands. There are 94 numbered stands, some with sub-divisions known as Multi-Aircraft Ramp System (or MARS). There are a variety of stand dimensions and configurations, with complex interdependencies between adjacent stands according to the size of aircraft parked. The stands can accommodate a total of 116 aircraft, reducing to 94 aircraft when the maximum number of wide-bodied types are parked.

Stand Number

Terminal Contact or

Remote

Stand Entry Guidance provided

Notes Stand

Number

Terminal Contact or

Remote

Stand Entry Guidance provided

Notes

1 1 SAFEDOCK 48 3 SAFEDOCK







55 3 SAFEDOCK

9 1 SAFEDOCK 55L 3 SAFEDOCK

10 1 SAFEDOCK 55R 3 SAFEDOCK

11 1 SAFEDOCK 57 R M


12L 1 SAFEDOCK 61L R M

12R 1 SAFEDOCK

61 R M Situated on Taxiway

QUEBEC

15 1 SAFEDOCK

61R R M Situated on Taxiway

QUEBEC

16 3 SAFEDOCK


QUEBEC

17 3 SAFEDOCK

62L R M Situated on Taxiway

QUEBEC

18 3 SAFEDOCK


QUEBEC

21 1 M

22 1 SAFEDOCK


QUEBEC

23 1 SAFEDOCK


QUEBEC

24 1 SAFEDOCK


QUEBEC

25 1 SAFEDOCK


QUEBEC

26 1 SAFEDOCK


QUEBEC

27 1 SAFEDOCK


QUEBEC



31 1 SAFEDOCK 66L R M

32 1 SAFEDOCK 66R R M





43 3 SAFEDOCK

44 3 M

44L 3 M 67R R M

44R 3 M 68 R M


68R R M 201 2 M

69 R M 202 2 SAFEDOCK

69L R M 202L 2 SAFEDOCK

69R R M 203 2 SAFEDOCK

70 R M 204 2 SAFEDOCK

70L R M 204L 2 SAFEDOCK


71 R M 206L 2 SAFEDOCK

71L R M 207 2 SAFEDOCK







73R R M 213 2 M

74 R M 214 2 M


74R R M 216 R M


PAPA 216R R M


PAPA 217 R M


PAPA 218 R M

81 R M 219 R M

81L R M 231 R M Situated on Taxiway

PAPA

81R R M 231L R M Situated on Taxiway

PAPA


PAPA

233 R M

82 R M 235 R M

82L R M 237 R M

82R R M 239 R M

83 R M 241 R M

83L R M 243 R M

84 R M 245 R M Not in service

84L R M 247 R M

84R R M 216R R M

85 R M

85L R M

85R R M

86 R M

86L R M

86R R M

100 R M

101 R M



4.7. Stand Design & Layout

All stand construction will comply with Manchester Airport Apron Design Standards (Updated 2010). Furthermore, they will be applied whenever existing stands are redeveloped or reconfigured.

4.7.1. Stand Allocation

Stand Allocation is undertaken by MA Airfield Control using a software application called CHROMA ASSIGN. The CHROMA ASSIGN database contains information about the capacity and interdependencies of the stand. The schedule of flights is then applied and CHROMA ASSIGN allocates stands according to two sets of parameters:

The principal parameters are: The availability of a stand at the expected arrival and /or departure time of a flight The capacity of the stand to accommodate the aircraft type

The secondary parameters are: The terminal allocated to the airline operator Any special border control and security considerations Agreed policy on remote vs. contact stands Any other parameters included in the Stand Allocation Policy, which is a service–

driven agreement between MA and its airline customers.

The allocation may be manually overridden by Airfield Controllers in order to tactically manage capacity. The application will however warn the user of a potential safety conflict between aircraft on adjacent stands with overlapping occupancy times.

In order to minimise the hazards associated with hot brakes and other technical faults, aircraft subject to an emergency response involving the Airport Fire Service will be allocated a remote stand by Airfield Control. The Airport Fire Service will instruct pilots to keep anti-collision lights illuminated until such time they are satisfied the aircraft is safe to be approached by ground personnel. This policy does not apply to aircraft reporting a Medical Emergency.

4.7.2. Aircraft Parking & Docking

Docking guidance of aircraft by Marshalling signals is the sole responsibility of MA Airfield Operations.

Docking guidance of aircraft by SAFEDOCK is the responsibility of Handling Agents.

Docking of an aircraft under tow is the responsibility of the aircraft operator or the party contracted to tow the aircraft.

4.7.3. Visual Docking Guidance Systems (A-VDGS)

SAFEDOCK A-VDGS is currently employed to guide aircraft to the correct parking position on most contact stands and some remote stands. This is a fully automated system which recognises the aircraft type and provides precision docking guidance once activated by ground handling agent staff.



4.7.4. Safety Instructions for Pilots

PILOTS MUST NOT ENTER ANY PART OF A STAND UNLESS THE A-VDGS HAS BEEN ILLUMINATED OR A MARSHALLER IS PRESENT AT THE HEAD OF THE STAND.

4.7.5. Isolated Aircraft Parking Position

Refer to LOP 012.

Note: The decision making process to determine the isolated aircraft parking position (in certain circumstances) is undertaken between ATC, Airfield Ops and Greater Manchester Police.

4.8. Table of Facilities

Stand No

Manufacturer Installation Rated Power

Output Single/Dua

l

28vdc Convertor available?

Can be used on L & R?

1 AXA Pantograph 90kva Single Yes


4 AXA Pantograph 90kva Single Yes Centre only


6 AXA Pantograph 2 x 90kva Dual No




10 AXA Pantograph 2 x 90kva Dual Yes


12 AXA Pantograph 4 x 90kva Quad No

12L AXA Pop-up 90 Kva Single No

12R AXA Pop-up 90 Kva Single No

15 AXA Pantograph 90kva Single No

















43 AXA Pantograph 2 x 90kva Dual Yes

44 AXA Airbridge 2 x 90kva Dual No Not 44L and 44R


48 AXA Airbridge 90kva Single No

49 AXA Airbridge 2 x 90kva Dual No

50 AXA Pantograph 1 x 90kva Single No






54 AXA Airbridge 90kva Single No

55 AXA Airbridge 2 x 90kva Dual No

55L AXA Airbridge 2 x 90kva Dual No

55R None

57 None

58 None

61 None

62 None

63 None

64 None

65 None

66 AXA Pantograph 90kva Single No Centre only



69 AXA Pantograph 90kva Single No 69 & 69R only






80 None

81 AXA Pantograph 2 x 90kva Dual No Centre only






100 AXA Pop Up 90kva Single Yes

101 AXA Pop Up 90kva Single Yes



203 Jetway Airbridge 90kva Single No

204 Jetway Pantograph 2 x 90kva Dual No


207 Jetway Pantograph 90kva Single No


209 Jetway Pantograph 90kva Single No


211 Jetway Airbridge 90kva Single No

213 None

214 None

215 Jetway Airbridge 1 x 90kva Single No


217 None

218 None

219 None

231 None







245 None

247 None


249 None

Terminal 1

Terminal 2

Terminal 3

Remote



4.9. Taxiway manoeuvring restrictions*

Taxiway Manoeuvring Restrictions

A None

B No Code F aircraft between B2 & B3 if aircraft on Taxiway Kilo, west of K4

C Turning C2 to D3 unlit. Max A330. D3 to C2 (left turn) Max B753

G Max wingspan 60 m (B787/A330). No aircraft on Taxiway Golf if Code F aircraft on Taxiway Juliet between J2 & J4. G3 (East) max wingspan 36m (B737-800).

JE Not available to B757 whilst B767 on JF

JF Maximum Code C with eastbound traffic holding at B6

K No aircraft west of K4 if Code F aircraft on Taxiway Bravo between B2 & B3

L Not available to B777 under own power

N No restrictions

R No restrictions

S When V or 23L Starter Extension is in use - Max Code D Max Code D with Code E at VB2

T Blocked when aircraft holding at S1 westbound

U None

V No turn from V6 to VB2 or from V4 to T1

W/Y Number of aircraft to be held in the loop between W1 and Y1: Maximum of 3 x aircraft up to and including Code E (B744/B773), or 2 x aircraft if one or both is Code F (A380/B748/A124).

See also Part E, ASI 11 for restrictions applying to Very Large Aircraft.



4.10 Non-Compliances with EASA Certification Specifications

Items recorded as Special Conditions on the Aerodrome Certificate

Special Conditions (SC)

Date

Relevant

Certification

Specification (CS)

Description of SC

Reference to

supporting

documentation

25/02/2015

A.005 Aerodrome Reference Code number

(code element one) is determined by

the greater value of TODA or ASDA

not Aeroplane reference field length.

This is standard

practice in the UK,

allowed by UK CAA

25/02/2015 CS ADR-

DSN.B.060 (c)

(2)

B.060 Longitudinal slope slightly out

of tolerance at SW end of 05L-23R.

Risk Assessment LV-09

25/02/2015 CS ADR-

DSN.B.065 (c)

(1)

B.065 Radius of slope transition

slightly out of tolerance is places on

05L-23R.


25/02/2015 CS ADR-

DSN.B.070 (b)

(1)

Sight distance slightly out of

tolerance.


25/02/2015 CS ADR-

DSN.B.075 (a)

(1)

Distance between slope changes

slightly out of tolerance on 05L-23R.


25/02/2015 CS ADR-

DSN.D.260

The separation distance between the

centreline of Runway 05L-23R and

the centreline of Taxiway Juliet

reduces to 171.5m between J3 and

J4.


25/02/2015 CS ADR-DSN

D.265 (b) (1)

The longitudinal slopes on taxiways D

& F exceed 1.5% where they intersect

with Runway 05L-23R. This is due to

local topography.

Risk Assessment RO-

04

25/01/2015 CS ADR-

DSN.E.360

The slopes on Stands 100 and 101

are 1.5%

Risk assessment LV-08

25/02/2015 CS ADR-

DSN.L.600

Road-holding position marking is

Pattern A

Risk Assessment RO-

05

25/02/2015 CS ADR-

DSN.M.770

EGCC uses Amber lamps for

consistency with RTHPs.

Risk Assessment RO-

05



Items recorded on the Deviation and Action Document

(Revised 25/02/2015)

No. Date Relevant

Certification

Specification

(CS)

Description of non-

compliance

Reference to

supporting

documentation

Expiry

date

1 25/02/2015

CS ADR-

DSN.B.095 (f)

&

CS ADR-DSN

L.565(5) (b)

Nose wheel steering

angle will exceed 45

degrees when used

by certain larger

aircraft types.

The manoeuvre is

well within the

capability of most

aircraft types,

which have a

maximum steering

angle of 70

degrees.

Pilot’s opinions

have been

canvassed on the

usability of the

turning pads

installed at

Manchester.

These all say that

the pads are

perfectly usable

without stress to

aircraft or difficulty

in manoeuvring.

2 25/02/2015 CS ADR-

DSN.D.250

In certain locations

along taxiways the

main wheel to

pavement clearance

may be less than

that specified at CS

ADR-DSN.D.240 (a)

A380 safety case

LV 12 bow-tie

LV-12 sign off

3 25/02/2015 CS ADR-

DSN.D.285.

Some taxiways have

a PCN less than that

of some of the

aircraft types using

them

PMP (Pavement

Management Plan)

4 25/02/2015 CS ADR-

DSN.D.320

Taxiway centreline to

object clearances:

-Airside roadways

are located entirely

or partially within the

LV-07 bow tie

LV-07 sign off



strips of certain

Apron Stand Taxi

Lanes.

- A380 uses some

taxiways with slightly

reduced centreline

to object clearances.

LV 12 bow-tie

LV-12 sign off

Minor non

compliance (-2m

against revised

EASA standard)



5.AERODROME CHARTS & MAPS

5.1. Location of Aerodrome from the nearest towns



5.2. Aerodrome Chart

For an up to date aerodrome chart please refer to UK AIP.

5.3. Aerodrome Parking/Docking Chart

For an up to date aerodrome parking/docking chart please refer to UK AIP.



5.4. Aerodrome Operational Boundary/Access Points

An up to date version can be found on the Apron Manoeuvring Map here.

6. VISUAL AIDS

This section describes the physical characteristics of the Visual Aids provided at Manchester Airport.

7. GENERAL

All visual aids will comply with the requirements of ICAO Annex 14, EASA AMC/GMand CAP637.

Lighting will be operated in accordance with the requirements of EASA AMC/GMusing control systems that comply with CAP670.

All visual aids are subject to inspection for damage, deterioration and serviceabilityrequirements as described in this Manual.

All visual aids are maintained, repaired and replaced in accordance with therequirements of EASA AMC/GM.

The failure of any visual aid will be promulgated by NOTAM, ATIS, RTF asappropriate. 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 airfielddevelopments.

8. SIGNALS

There is no signals area. There are 3 illuminated wind sleeves, visible from all runway thresholds. Marshalling signals provided will comply with Rule 62 of the Rules of the Air

Regulations with the following exception: the signal given to a pilot of a taxiing aircraftby a marshaller, indicating that there is sufficient wing tip clearance will be ‘both armsoutstretched horizontally’.

9. SURFACE MARKINGS

Painted surface markings are provided on the Runway and Taxiways in accordancewith EASA CS-ADR-DSN.

“Runway Designation” markings at Runway Crossings Bravo, Bravo Zulu, Delta,Delta Zulu, Foxtrot, Foxtrot Zulu, Hotel, Hotel Zulu and Tango.

Surface markings for stand entry guidance markings include a yellow painted standnumber with arrow indicating the extended stand centreline. The stand centreline itselfis painted yellow and runs only within the stand area and not the taxiway strip.

Temporary marking of closed aircraft movement areas is achieved by the use of 5mlong mobile barriers painted white with orange Day-Glo panels which are lit with redobstacle portable lights at night and in LVP conditions

http://www.manchesterairport.co.uk/aviation-professionals/airfield-operations/document-library/airfield-maps/



Marking of Airfield Work In Progress

Inside the Localiser Sensitive Areas WIP is marked using non-metallic and frangiblefencing.

All other WIP utilises 2 metre fencing of a more substantial construction, with highvisibility base and obstruction lighting.

10. SIGNS

Illuminated Runway Mandatory Holding Position signs are located at each runwaylink.

Illuminated Taxiway information and Mandatory signs are provided at taxiwayintersections and holding positions along taxiways. N.B Certain Intermediate TaxiwayHolding Points have Mandatory Signs (White Lettering On Red Background) andothers have Location Signs (Yellow Lettering on Black Background)

Illuminated Stand identification signs are provided for most aircraft stands whetherpier-served or remote, with the exception of stands 61 - 64, 80, 100,101, & 235

11. VISUAL DOCKING GUIDANCE SYSTEM

Apron contact stands are provided with SAFEDOCK AVDGS. A list of the dockingguidance arrangements at individual stands is given in section 3 table 5.6

12. AERONAUTICAL GROUND LIGHTING (AGL]

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.

Manchester Airport is certificated to operate in Category IIIB weather conditions on Runway 23R/05L.

Provision of Lighting – Runways

Runway 05L 23R 05R 23L

H I App. Coded centre-line 908m Five cross bars

Coded centre-line 914m Five cross bars



Supplementary App.

Inner 300m Inner 300m None None

Touchdown Zone

900m LED 900m LED None None

PAPIs RHS 3º 325m from displaced threshold

LHS 3º 357m from displaced threshold

LHS 3º 437m from threshold

LHS 3º 561m from displaced threshold

Threshold HI green with wing bars

HI green with wing bars



Runway Edge Bi-directional flush fitted 60m spacing LED

Bi-directional flush fitted 60m spacing LED

Bi-directional flush fitted 61m spacing

Bi-directional flush fitted 61m spacing



Runway Centreline

Coded 15m spacing LED

Coded 15m spacing LED

Coded 30m spacing

Coded 30m spacing

End Lights HI red HI red HI red wingbars HI red

Provision of Lighting – Taxiways and Aprons

Taxiway Lighting conforms to the requirements of EASA CS ADR-DSN.M.710.

Provision of Lighting – Obstructions

Asset Management maintains a comprehensive record of obstacle lighting location.

Obstacles off the Airfield that require red obstacle lighting are the responsibility of the owner of the obstacle.

Airfield Systems are responsible for the provision of Obstacle lighting on the airfield,

including temporary portable lights.


Part D- Particulars of the Aerodrome required to be reported to the Aeronautical Information Service



4. NAME AND ADDRESS

1.1. Name and Address of Aerodrome

Manchester Airport Wythenshawe Manchester M90 1QX

1.2. Name and Address of Certificate Holder

Manchester Airport Group Olympic House Wythenshawe Manchester M90 1QX

5. GEOGRAPHICAL COORDINATES OF THE AERODROME REFERENCEPOINT

Latitude 532113NLongitude 0021630W

6. AERODROME ELEVATION AND GEOID UNDULATION

Lat: 532114N Long: 0021630W Elevation: 257 ft Mid point of Runway 05L/23R. Geoid Undulation 167 ft

3.1. Elevation of Each Threshold and Geoid Undulation

Elevation Threshold of Runway 05L –212ft Elevation Threshold of Runway 23R – 249ft Elevation Threshold of Runway 05R- 186ft Elevation Threshold of Runway 23L – 227ft

3.2. Elevation of the Runway ends

Runway 05L end Elevation 249ft Runway 23R end Elevation 200ft Runway 05R end Elevation 235ft Runway 23L end Elevation 186ft

3.3. Significant High and Low Points along the Runway

Runway 05L/23R has a high point, elevation 257ft situated beam Link Golf.



3.4. Aerodrome Reference Temperature

The Aerodrome Reference Temperature is 21C

3.5. Aerodrome Beacon

Aerodrome beacons are not used at Manchester Airport

4. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS

Manchester Airport GroupOlympic HouseManchester AirportManchester M90 1QXTelephone No. 0161 489 3000

5. AERODROME DIMENSIONS

5.1. Runways

5.1.1. True Bearing

Runway 05L/23R 54.48.42 Runway 05R/23L 54.35.39

5.1.2. Runway Designation

Runway designated numbers are 05L/23R and 05R/23L

5.1.3. Length and Width

Runway 05L/23R is 3048m long and 45m wide, with 23m runway shoulders either side of the runway.

Runway 05R/23L is 3200m long and 45m wide with 7.5m shoulders either side of the runway.

5.1.4. Displaced Threshold Location

Runway 05L 532051.20N 0021715.95W Elevation 212FT Located 426m from runway start

Runway 23R 532140.74N 0021533.41W Elevation 249ft Located 183m from runway start



Runway 23L 532053.35N 0021637.95W Elevation 227ft Located 333m from start of runway.

5.1.5. Slope

05L/23R Longitudinal slope overall 0.48% 05R/23L Longitudinal slope overall 0.46%

5.1.6. Surface Type

Runway 05L/23R : Ungrooved asphalt (Betons Bitumineaux Aeronatiques). Runway 05R/23L Grooved Marshall asphalt

5.1.7 Type of Runway and Precision Approach Runway

Both runways at Manchester are ICAO Code 4E runways with a compatible Obstacle Free Zone for a Precision Approach Runway.

5.1.8. Length, Width and Surface Types

5.1.8.1. Length, Width and Surface Type of Strip

A Runway Strip which encloses both runways is a code 4E instrument runway is provided in accordance with EASA CS ADR-DSN.B.150 to CS ADR-DSN.B.175 inclusive. Runway 23L has a 150 x 30m Starter Extension with a correspondingly reduced strip width of 96m. A Cleared and Graded Area (CGA) is provided for both runways which exceeds EASA requirements. The width of the area is 210m.

5.1.8.2. Runway End Safety Areas

RESAs are provided for both ends of both Runways. In all cases the length of RESA provided is at least 240m, which is the ICAO Recommended Practice. 05L - 240m 23R - 240m 05R - 351m 23L - 242m All RESAs are 90m wide.

5.1.9. Stopways

No Stopways are provided.

5.1.10. Clearway Length and Ground Profile

Clearways are provided on all runway directions.



05L - 230m 23R - 303m 05R - 300m 23L - 300m

The ground profile beneath all Clearways is essentially flat.

5.2. Taxiways

5.2.1. Length, Width and Surface Type of Taxiways

See Part C, Paragraphs 4.2, 4.3 & 4.4.

5.3. Aprons

5.3.1. Apron Surface Type and Aircraft Stands

Aprons and aircraft stands are constructed of concrete. The table in paragraph 10.3 shows the location of each stand.

6. VISUAL AIDS FOR APPROACH

6.1. Approach Lighting Type

Lighting at Manchester is provided to allow CAT IIIB operations on Runways 05L and 23R; CAT I on Runway 05R and a Non-Precision approach on Runway 23L. Full details are provided in Part C, paragraph 12 of this manual.

6.2. Runway 05L/23R Provision

Both ends of Runway 05L/23R are equipped with a 900m high intensity Approach lighting in a 5 crossbar ‘Calvert’ arrangement, and the inner 300m with supplementary lighting consisting of white centreline barrettes and red side row barrettes. High Intensity Touch Down Zone lighting is provided in the first 900m after Threshold.

6.3. Runway 05R/23L Provision

Both ends of Runway 05L/23R are equipped with a 900m high intensity Approach lighting in a 5-bar ‘Calvert’ arrangement. There is no Touch Down Zone lighting.

6.4. Approach Slope Indicator

All runway directions are equipped with a 3° PAPI system is located to the left of the runway, except for Runway 05L, where the PAPI is to the Right of the runway.



6.5. Marking and Lighting of Runways

Both runways are equipped with inset white edge lighting which is bi-directional. The centreline is high intensity colour coded. Centreline light spacing is 15m on Runway 05L/23R and 30m on Runway 05R/23L. There are full width green Threshold bars and full width red stop end bars, with the exception on Runway 05R which has red wing-bars at the stop end. Runway 23L has blue edge lighting along the 150m Starter Extension.

6.6. Marking and Lighting of Taxiways

Green centreline lighting is provided with blue edge lights on selected corners and intersections. Alternate amber and green centreline lighting is provided at runway turn‐offs within the runway cleared and graded area together with blue edge lighting on corners. Uni‐directional stop‐bars are provided at all Runway Taxi‐Holding Positions (RTHP’s) and bidirectional stop‐bars are provided at all Intermediate Taxi‐Holding Positions used in RVR conditions of 800 m and below. RTHP stop‐bars are in operation H24 to help to protect the runway against incursions. Runway guard lights are in use H24 at all RTHPs. A Ground Movement, Control and Monitoring System (GMCMS) is provided for guidance during Low Visibility Procedures. This system allows green taxiway centreline routing between runways and aprons with intermediate stopbars to allow block separation between taxiing aircraft.

6.7. Apron Lighting

Aprons are floodlit by high mast lighting towers and provide ambient light in accordance with EASA CS ADR-DSN Chapter M.

6.8. Light Intensity Control

Runway and taxiways lighting has several intensity levels which may be selected by ATC. Default settings apply for various ambient weather conditions and times of day and night. Control of lighting intensity is explained in MATS Part 2.

6.9. Power Supplies for Aerodrome Ground Lighting

Primary power for airfield lighting is provided from the mains. Auto‐start diesel fuel generators are provided in case there is a fault or failure with the primary supply. These generators supply the aerodrome lighting and Navaids. During Low Visibility Operations primary power is taken from the generators, with secondary supply from the mains.



7. AERODROME SIGNAL, SIGNS AND MARKINGS

7.1. Signals

A signal square is not provided. Coloured signalling lamps are available in the VCR for use in aircraft radio failure situations.

7.2. Taxi Guidance Signs

Information and Mandatory signs are provided in accordance with ICAO Annex 14.

7.3. Markings

Painted ground markings are provided in accordance with EASA CS ADR-DSN Chapter L. Enhanced taxiway markings are used at the approaches to Runway Holding Points.

7.3.1. Road Signs and Markings

On aprons a double white line indicates the boundary of the manoeuvring area. Speed limits are reinforced by restriction signs painted on the roadway where necessary.

7.4. Wind Sleeves

Three illuminated wind sleeves are provided, one serving the 23R Threshold, one serving the Threshold of 05L and 23L, and another serving the Threshold of 05R.

7.5. Stands

Stand markings are surface painted, with a centreline and aircraft stopping position bars. Where a stand has a multiple-choice arrangement (‘MARS’) the subsidiary centrelines have a broken centreline marking. Boundaries between adjacent stands are indicated by Inter-Stand Clearway markings or stand clearance lines.

Parking/Docking Guidance is provided at contact stands by ‘SafeDock’ Advanced Visual Docking Guidance System (A-VDGS). At remote stands marshalling signals are used as guidance.

7.6. Aprons

Standard taxiways marking are provided on the apron stand taxi‐lanes together with short numbered arrows indicating the location and number of particular stands.

7.7. Taxiways

All taxiways have a painted centreline. At selected locations markings are provided alongside the centreline to indicate the designator of a particular taxiway or Intermediate Holding Point. These are also to provide directions to adjoining taxiways.



7.8. Runways

Runway markings are provided in compliance with the EASA CS ADR-DSN Chapter L criteria for Precision Approach runways, including Runway 23L which has a Non-Precision Approach. These include runway edge markings, aiming points and touchdown zone markings. N.B. The Aiming Point and TDZ markings are a UK-specific standard and differ from those specified in ICAO Annex 14.

8. NAVAIDS

Instrument Landing Systems (ILS) are provided for Runway 05L (CAT III), 05R (CATI) and 23R (CAT III). A VHF Omni-Directional Beacon with Distance MeasuringEquipment (VOR/DME) is located on the south side of the aerodrome and isavailable for use as a non-Precision Approach aid, with published procedures. The‘ident’ of this facility is ‘MCT’ on the frequency 113.55MHz.

8.1. Location and Radio Frequency of VOR Aerodrome Checkpoints

Not Applicable

9. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES

Location and Designation of Standard Taxi Routes are illustrated on the plan shown in Part C, 6.2 & 6.3 of this manual.

10. GEOGRAPHICAL COORDINATES

10.1. Threshold Runway Points



10.2. Taxiway Locations



10.3. Aircraft Stands

WGS84 Coordinates OSGB36 Coordinates

Stand Latitude Longitude WGS84 Ht(m) WGS84 Ht(ft) Easting Northing Ht AMSL(m) Ht AMSL(ft)

1 532138.99N 0021626.70W 122.676 402.482 381856.73 384917.31 71.69 235.203

2 532138.77N 0021629.89W 121.987 400.221 381797.75 384910.54 71 232.94

4 532137.10N 0021629.72W 122.297 401.237 381800.61 384859.06 71.31 233.957

5 532136.78N 0021627.04W 122.716 402.612 381850.14 384849.02 71.73 235.335

6 532135.22N 0021629.54W 122.377 401.498 381803.77 384801 71.39 234.219

7 532135.40N 0021627.33W 122.706 402.579 381844.64 384806.25 71.72 235.302

8 532133.47N 0021630.04W 122.357 401.432 381794.18 384746.82 71.37 234.154

9 532133.77N 0021627.44W 122.696 402.546 381842.31 384755.96 71.71 235.269

10 532131.73N 0021630.16W 122.396 401.563 381791.89 384693.05 71.41 234.285

11 532132.25N 0021627.50W 122.756 402.742 381840.98 384708.96 71.77 235.466

12 532129.43N 0021629.41W 122.536 402.02 381805.4 384621.97 71.55 234.744

12L 532129.79N 0021630.64W 122.406 401.595 381782.76 384633.04 71.42 234.318

12R 532128.94N 0021629.23W 122.506 401.921 381808.76 384606.79 71.52 234.646

15 532130.38N 0021627.31W 122.845 403.036 381844.39 384651.08 71.86 235.761

16 532139.29N 0021622.99W 123.425 404.939 381925.33 384926.16 72.44 237.664

17 532139.21N 0021620.90W 123.815 406.217 381963.82 384923.65 72.83 238.944

18 532139.25N 0021618.00W 124.364 408.019 382017.59 384924.69 73.38 240.748

21 532140.76N 0021630.70W 121.688 399.238 381782.87 384972.14 70.7 231.955

22 532143.85N 0021634.46W 121.679 399.21 381713.76 385067.92 70.69 231.923

23 532142.12N 0021634.04W 121.659 399.144 381721.4 385014.53 70.67 231.857

24 532144.49N 0021637.14W 121.61 398.983 381664.36 385087.87 70.62 231.693

25 532142.48N 0021636.90W 121.63 399.048 381668.49 385025.81 70.64 231.759

26 532144.74N 0021639.99W 121.441 398.428 381611.71 385095.76 70.45 231.135

27 532142.83N 0021638.80W 121.64 399.083 381633.44 385036.81 70.65 231.791

28 532145.90N 0021642.40W 120.962 396.856 381567.29 385131.79 69.97 229.56

29 532143.67N 0021642.88W 121.042 397.118 381558.06 385062.82 70.05 229.823

31 532144.58N 0021644.84W 120.632 395.775 381522.05 385091.3 69.64 228.478

32 532145.73N 0021643.95W 120.702 396.005 381538.57 385126.6 69.71 228.707

41 532137.93N 0021616.22W 124.683 409.066 382050.2 384883.64 73.7 241.798

42 532136.08N 0021615.75W 124.613 408.835 382058.81 384826.34 73.63 241.568

43 532134.20N 0021615.73W 124.503 408.473 382058.94 384768.41 73.52 241.207

44 532133.03N 0021615.00W 124.652 408.964 382072.2 384732.11 73.67 241.699

44L 532133.04N 0021615.99W 124.433 408.243 382053.93 384732.43 73.45 240.978

44R 532132.23N 0021615.36W 124.622 408.866 382065.47 384707.4 73.64 241.601

47 532132.64N 0021613.78W 124.932 409.882 382094.83 384719.98 73.95 242.618

48 532133.42N 0021612.63W 124.972 410.012 382116.1 384744.04 73.99 242.749

49 532135.44N 0021612.59W 124.882 409.718 382116.99 384806.41 73.9 242.454

50 To be surveyed

51 532137.86N 0021608.54W 124.901 409.781 382192.3 384880.85 73.92 242.52

52 532138.71N 0021607.16W 124.881 409.715 382217.83 384907.22 73.9 242.454



53 532139.69N 0021605.57W 124.911 409.812 382247.36 384937.31 73.93 242.552

54 532140.80N 0021603.77W 124.91 409.811 382280.75 384971.35 73.93 242.552

55 532142.16N 0021601.11W 124.97 410.006 382330.1 385013.28 73.99 242.749

55L To be surveyed

55R

56 532142.23N 0021557.41W 125.499 411.742 382398.41 385015.37 74.52 244.488

57 532143.13N 0021555.56W 125.299 411.084 382432.75 385042.79 74.32 243.832

58 532144.02N 0021553.71W 125.118 410.493 382467.07 385070.33 74.14 243.241

61 532133.60N 0021649.22W 120.432 395.118 381439.7 384752.19 69.44 227.822

61L 532132.45N 0021649.44W 120.452 395.183 381435.56 384716.71 69.46 227.887

61R 532134.77N 0021648.48W 120.172 394.265 381453.54 384788.39 69.18 226.969

62 532136.77N 0021648.20W 119.522 392.133 381458.94 384850.14 68.53 224.836

62L 532136.28N 0021646.83W 119.612 392.426 381484.14 384834.88 68.62 225.131

62R 532137.20N 0021647.21W 119.402 391.738 381477.27 384863.31 68.41 224.442

63 532137.91N 0021650.29W 119.953 393.546 381420.38 384885.49 68.96 226.247

63L 532137.55N 0021649.49W 119.693 392.692 381435.19 384874.18 68.7 225.394

63R 532138.52N 0021650.73W 120.163 394.236 381412.43 384904.4 69.17 226.936

64 532139.64N 0021653.14W 120.924 396.732 381368.01 384939.31 69.93 229.429

64L 532139.54N 0021651.90W 120.643 395.812 381390.79 384935.93 69.65 228.51

64R 532140.23N 0021653.61W 121.024 397.061 381359.38 384957.51 70.03 229.757

65 532141.60N 0021655.60W 121.335 398.08 381322.67 385000.01 70.34 230.774

65L 532141.70N 0021654.77W 121.155 397.489 381338.06 385002.79 70.16 230.184

65R 532142.55N 0021656.23W 121.325 398.048 381311.21 385029.4 70.33 230.741

66 532143.39N 0021659.64W 121.096 397.297 381248.28 385055.67 70.1 229.987

67 532145.34N 0021702.67W 120.417 395.07 381192.57 385115.85 69.42 227.756

67L 532144.98N 0021701.69W 120.597 395.659 381210.55 385104.85 69.6 228.346

67R 532145.80N 0021703.45W 120.268 394.579 381178.08 385130.34 69.27 227.264

68 532147.07N 0021706.03W 119.908 393.401 381130.56 385169.76 68.91 226.083

68L 532146.85N 0021704.84W 119.978 393.629 381152.62 385162.87 68.98 226.312

68R 532147.67N 0021706.60W 119.729 392.811 381120.1 385188.26 68.73 225.492

69 532149.07N 0021708.96W 119.29 391.37 381076.63 385231.8 68.29 224.049

69L 532148.72N 0021707.99W 119.409 391.763 381094.61 385220.79 68.41 224.442

69R 532149.54N 0021709.75W 119.16 390.945 381062.18 385246.26 68.16 223.622

70 532150.94N 0021712.11W 118.721 389.504 381018.65 385289.69 67.72 222.178

70L 532150.47N 0021711.32W 118.87 389.995 381033.16 385275.21 67.87 222.671

70R 532151.40N 0021712.90W 118.561 388.98 381004.15 385304.17 67.56 221.654

71 532152.80N 0021715.26W 118.102 387.473 380960.67 385347.62 67.1 220.144

71L 532152.34N 0021714.47W 118.262 387.997 380975.2 385333.12 67.26 220.669

71R 532153.27N 0021716.05W 117.962 387.015 380946.19 385362.11 66.96 219.685

72 532154.57N 0021719.71W 117.853 386.658 380878.7 385402.43 66.85 219.324

72L 532154.02N 0021718.57W 117.853 386.657 380899.61 385385.43 66.85 219.324

72R 532154.98N 0021720.19W 117.814 386.527 380869.84 385415.3 66.81 219.193

73 532156.44N 0021723.08W 117.865 386.695 380816.59 385460.68 66.86 219.357

73L 532155.94N 0021721.82W 117.834 386.595 380839.76 385445 66.83 219.259



74 532158.38N 0021726.30W 117.866 386.699 380757.32 385520.64 66.86 219.357

74L 532157.87N 0021725.05W 117.825 386.566 380780.28 385504.8 66.82 219.226

74R 532158.83N 0021726.67W 117.816 386.535 380750.56 385534.62 66.81 219.193

80 532149.85N 0021653.02W 119.715 392.767 381371.51 385254.69 68.72 225.459

80L To be surveyed

80R To be surveyed

81 532151.49N 0021656.29W 119.176 390.999 381311.19 385305.52 68.18 223.688

81L To be surveyed

81R To be surveyed

82 532154.06N 0021658.27W 118.837 389.887 381274.93 385385.17 67.84 222.572

82L 532153.83N 0021700.22W 118.698 389.429 381238.81 385378.04 67.7 222.113

82R 532152.89N 0021658.65W 118.887 390.05 381267.79 385349 67.89 222.736

83 532155.23N 0021702.58W 118.379 388.382 381195.35 385421.49 67.38 221.063

83L 532155.69N 0021703.37W 118.299 388.12 381180.77 385435.83 67.3 220.801

83R 532154.76N 0021701.80W 118.478 388.709 381209.81 385406.93 67.48 221.391

84 532157.09N 0021705.73W 118.05 387.303 381137.37 385479.41 67.05 219.98

84L 532157.56N 0021706.51W 117.97 387.041 381122.95 385493.92 66.97 219.718

84R 532156.63N 0021704.94W 118.15 387.63 381151.84 385464.97 67.15 220.308

85 532200.74N 0021712.65W 117.182 384.457 381009.87 385592.68 66.18 217.126

85L 532201.24N 0021713.93W 117.143 384.327 380986.4 385608.06 66.14 216.995

85R 532200.27N 0021712.32W 117.152 384.358 381016.05 385578.08 66.15 217.028

86 532202.67N 0021715.88W 117.084 384.132 380950.43 385652.42 66.08 216.798

86L 532203.24N 0021717.31W 117.034 383.97 380924.17 385670.39 66.03 216.634

86R 532202.24N 0021715.62W 117.033 383.968 380955.27 385639.24 66.03 216.634

100 532136.02N 0021637.49W 121.409 398.323 381656.89 384826.15 70.42 231.037

101 532132.53N 0021638.00W 121.379 398.224 381646.98 384718.43 70.39 230.938

201 532150.71N 0021634.59W 119.66 392.587 381712.2 385280 68.67 225.295

202 532151.18N 0021635.05W 119.551 392.226 381703.72 385294.39 68.56 224.934

202L 532151.11N 0021636.03W 119.601 392.391 381685.71 385292.46 68.61 225.098

203 532152.37N 0021637.63W 119.331 391.507 381656.26 385331.45 68.34 224.213

204 532153.27N 0021638.50W 119.432 391.837 381640.28 385359.31 68.44 224.541

204L 532153.25N 0021639.74W 119.312 391.444 381617.26 385358.77 68.32 224.147

205 532154.22N 0021641.29W 119.303 391.413 381588.81 385388.77 68.31 224.114

206 532155.36N 0021642.03W 119.403 391.743 381575.19 385424.22 68.41 224.442

206L 532155.27N 0021643.04W 119.303 391.415 381556.47 385421.43 68.31 224.114

207 532156.42N 0021644.86W 119.484 392.008 381523.03 385457.01 68.49 224.705

208 532157.46N 0021645.56W 119.394 391.714 381510.33 385489.44 68.4 224.409

208L 532157.40N 0021646.61W 119.275 391.321 381490.81 385487.37 68.28 224.016

209 532158.49N 0021648.31W 119.295 391.389 381459.5 385521.34 68.3 224.081

210 532159.57N 0021649.04W 119.256 391.259 381446.16 385554.62 68.26 223.95

210L 532159.47N 0021650.09W 119.256 391.26 381426.76 385551.84 68.26 223.95

211 532200.46N 0021651.96W 119.197 391.065 381392.37 385582.47 68.2 223.753

212 532201.53N 0021652.96W 119.327 391.493 381373.93 385615.46 68.33 224.18



212L 532201.62N 0021653.55W 119.327 391.494 381363.1 385618.31 68.33 224.18

213 532202.70N 0021655.46W 119.288 391.365 381327.83 385651.95 68.29 224.049

214 532203.72N 0021656.33W 119.378 391.661 381311.89 385683.48 68.38 224.344

214L 532203.64N 0021657.09W 119.269 391.301 381297.86 385681.06 68.27 223.983

215 532204.85N 0021658.96W 119.309 391.434 381263.55 385718.79 68.31 224.114

216 532206.48N 0021701.31W 119.34 391.536 381220.23 385769.13 68.34 224.213

216R To be surveyed

217 To be surveyed

218 To be surveyed

219 To be surveyed

231 532150.58N 0021650.74W 119.845 393.192 381413.64 385277.15 68.85 225.886

233 532152.54N 0021654.05W 119.226 391.161 381352.74 385338.01 68.23 223.852

235 532153.66N 0021655.92W 118.987 390.376 381318.24 385372.49 67.99 223.064

237 532154.82N 0021657.88W 118.737 389.558 381282.16 385408.59 67.74 222.244

239 532156.23N 0021700.26W 118.468 388.675 381238.34 385452.43 67.47 221.358

241 532157.57N 0021702.00W 118.179 387.726 381206.38 385493.99 67.18 220.407

243 532158.53N 0021703.61W 117.94 386.941 381176.67 385523.63 66.94 219.619

245 To be surveyed

247 To be surveyed

249 To be surveyed



10.4. Obstacles



11. PAVEMENT SURFACE TYPE & BEARING STRENGTH USING AIRCRAFTCLASSIFICATION NUMBER

The Pavement Classification Numbers (PCNs) for runways, taxiways and aprons are given in Part C, paragraph 4 of this manual.

12. PRE‐FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED AND THEIRELEVATION

This is not applicable to Manchester Airport

13. RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES

Runway and Runway Intersection Declared Distances are calculated in accordancewith EASA CS-ADR-DSN. Details are illustrated in Part C, paragraphs 4.1.1 &4.1.2 of this manual. Any temporary reduction in available declared distances areassessed by the Airfield Duty Manager and at least one other competent personand are promulgated via NOTAM and ATIS.

14. CONTACT DETAILS OF AERODROME COORDINATOR FOR REMOVALOF DISABLED AIRCRAFT

The Aerodrome Coordinator for the removal of disabled aircraft at Manchester Airport is the Airfield Duty Manager. The ADM can be contacted on 0161 489 3331. Procedures relating to disabled aircraft removal are contained at Part E, ASI 35 in this manual.

15. TERMINATION OF OPERATIONS

In case of intended termination of the operation of the aerodrome, ManchesterAirport will notify, in writing, the CAA and promulgate the close via the appropriatemeans. The notification will be done in such time in advance, so as to allow for thetimely publication of the changes.

Upon the termination of the operation, Manchester Airport will apply closed runwaymarkings, as well as any other measure the CAA has found appropriate.



16. RESCUE AND FIREFIGHTING

16.1. Policy

Manchester Airport is equipped and resources its Rescue and Fire Fighting Service (MA RFFS) to meet the standard required for EASA Category 10. MAFRS availability will often exceed the minimum required standard for the category of Aircraft that use the Airport. This allows a degree of resilience in maintaining minimum required responses. It also allows MA RFFS to undertake certain domestic responses without compromising the Airfield Operating Status. Manchester Airport will not permit aircraft movements to take place without the requisite level of fire cover being available at the time, including movements for which no category is required. In the event of a total loss of fire cover, even temporarily, no aircraft movements will be permitted with the exception of emergencies.

16.2. Compliance with Regulatory Requirements

The means whereby compliance is achieved is set out in the MA RFFS Task Resources Analysis and three other principle documents other than this Aerodrome Manual. These are the Manchester Airport Fire and Rescue Service Operational Guidance Documents, the Manchester Airport Emergency Orders, and the Manchester Airport Fire & Rescue Service Maintenance of Competence Manual. Where relevant, cross‐ references to the appropriate documents are given in the paragraphs below.

16.3. Rescue and Firefighting Capability

16.3.1. Manchester Airport RFFS Category 10

Manchester Airport RFFS have two Fire Stations located on the aerodrome. The Main

Fire Station (North) is located abeam Taxiway Alpha with direct access onto the taxiway

system and designated RFFS holding points for Runway 1 (05L – 23R). The second Fire

Station (South) is located midway abeam Runway 2 (05R – 23L) with direct access on to

the runway. Both Fire Stations are staffed 24 hours a day and 365 days a year, in line

with airport operations.

Any two major appliances are capable of meeting the 50% output requirement with the

third and fourth appliances arriving on scene exceeding the 100% requirement. To

achieve response times in less than optimum surface conditions MARFFS carries out low

visibility training and sweep search procedures when operationally possible.

16.3.2. MARFFS Personnel Structure

The fire station has 85 operational staff comprising of:

• 1 x Airport Fire Operations Manager

• 4 x Station Managers

• 8 x Watch Managers

• 20 x Crew Managers

• 52 x Fire-fighters

The level of duty watch staffing is determined by the Task Resource Analysis, TRA for

current Category 10 operations.



16.3.3. On Duty MARFFS Personnel Structure

The operational duty crews will comprise of a minimum of 16 operational staff

including:

• 1 x Station Manager

• 2 x Watch Manager

• 5 x Crew Managers

• 8 x Fire-fighters

The level of staffing is achieved 24 hours a day by utilising a four-watch system. The day

and night shifts consists of 12 hours, from 08.00hrs - 20:00hrs, and 20.00hrs –

08.00hrs.

Airport Fire Control is operated by a Fire Fighter forming part of the operational

response. Fire Control is situated within the sub cab of the ATC control Tower.

Manchester Airport RFFS have a fleet of Oshkosh Striker 6x6 appliances. All Oshkosh

Striker appliances have High Reach Extendable Turret appliances (HRET) equipped with

both aspirating monitors; dual media spray branches and aircraft spiking piercing

nozzles, ASPNs. All appliances have colour cameras and infra-red thermal imaging

capability.

16.3.4. Manchester Airport Fire Appliances on Immediate Response

In addition, all appliances carry 5Kg CO2 and 9Kg Dry powder hand held portable

extinguishers.



16.3.5. Manchester Airport Fire Spare Appliances

In addition, all appliances carry 5Kg CO2 and 9Kg Dry powder hand held portable extinguishers.

16.4. Safety Accountabilities

Details of responsibilities and succession are given in the Manchester Airport Rescue and Firefighting Service Operational Guidance Documents.

16.5. Depletion of RFFS

The airport’s capability for maintaining single or dual runway operations can be affected by depletion of the fire service. It should be noted that two spare fire appliances are available.

In the event of a depletion (Manning) of I person, the fire service will initially maintain full category 10 cover by removing the Incident Support Vehicle off the run and redeploying the crew members to the domestic response vehicle and Major Foam Appliance. If two members of staff are lost the Incident Support Vehicle will be taken of the run and both vacant positions filled using the Incident Support Vehicle crew. At this point GMFRS will be informed “No Domestic Cover Available”. If more than two crew members are lost MA RFFS will revert to single runway CAT 10 operations.

Beyond this, during any period of depletion, MAFRS provision shall not be less than two categories below the size of aircraft expected to use the aerodrome. Guidance on levels of fire cover according to resources available during periods of depletion is in the MA RFFS Guidance Documents.

When depletion occurs, the Duty Station Manager must notify the Operations Duty Manager of the depletion and expected duration. The depletion in MA RFFS protection



should be for the minimum duration possible with all efforts to restore the promulgated MAFRS provision as a matter of urgency.

16.6. Category of cover provided

MAFRS provides continuous Category 10 cover Details of resources (media staff and vehicles) employed are given in the MA RFFS TRA.

MAFRS provide continuous 24/7 Category 10 Dual Runway Operations. This provision

is made up of the following vehicles:-

One Fire Chief 4x4

4 x Major Foam Tenders

1 x Domestic Appliance

1 Incident Support Unit

Personnel for this dual runway response is 15.

The provision within the TRA for Single runway Category 10 operations depletes the above

resources by 1 major foam tender and 2 personnel. This then also reduces staffing for

single runway Category 10 cover to 13 personnel.

NB A fully staffed permanent Watchroom is maintained at all times by a firefighter

provided above the staffing levels described above.

16.7. Alerting Procedures

The primary method for alerting MA RFFS is a direct telephone from ATC, backed up by a crash alarm. Specific alerting procedures are given in the Manchester Airport Emergency Orders.

16.8. Procedures for Alerting MA RFFS personnel across the full range of duties (i.e. on training, extraneous duties, maintaining response times etc.)

The relevant sections of the MA RFFS Guidance Documents contain these procedures.

16.9. Depletion of specialist equipment (Rescue Craft, Aerial Appliances etc)

There is no requirement for this equipment at Manchester. MA RFFS are supported by Greater Manchester Fire & Rescue Service with an aerial ladder appliance for CAT 10 operations. This is contained within the LA Responding Service Section 16 agreement.

16.10. Reliance on other organisations to provide essential equipment

A Memorandum of Understanding exists with the Local Authority Responding Services for the provision of specialist equipment and resources. This is detailed in the MA RFFS TRA and signed off at Local Resilience forum level.

16.11. Competence of MA RFFS Personnel



MA RFFS employs a full‐ time Training Manager and benefits from an on‐ site full-scale mock-up aircraft-training rig. Details of training policy are given in the MA RFFS Guidance Documents. Specific instructions and requirements for training are given in the MA RFFS Maintenance of Competency Manual, relating to CAP 699.

16.12. 1000M undershoot & overshoot areas

Four such areas exist at Manchester Airport. Procedures for access and operating in these areas are contained in the MA RFFS Guidance Documents.

16.13. Difficult Environs

Areas such as the River Bollin and the large drainage lagoons alongside Runway 05R-23L have been identified as difficult environs for fire and rescue purposes. Procedures for access and operating in these areas are contained in the MA RFFS Guidance Documents.

16.14. Domestic Fire Response

MA RFFS provides the necessary personnel and appliances in order to provide a Domestic Fire Response with minimal impact on the equipment and personnel required to maintain Fire Category 10. Once the Local Authority Fire Service is in attendance at any domestic incident, the airport personnel will hand over to them at the earliest opportunity and return to their normal response duties. In the event of an aircraft incident during a domestic emergency, the Officer in Charge of the domestic incident will release crews to attend the incident as soon as possible as defined in the MA RFFS Guidance Documents.

16.15. Landside Incidents

These are treated the same as for response to domestic incidents, procedures are included the MA RFFS Guidance Documents.

16.16. Loss of Fire Cover

When MA RFFS is fully committed and therefore at zero Category, no landings or take‐offs will be permitted, no take‐ off clearances are to be issued, aircraft on final approach are to be instructed to go around and will be re‐ directed to a holding pattern or to a diversion airfield as required.

ATC will give the reason for withheld clearance as ‘due to loss of/reduced Fire Service Category’. This restriction applies to ALL aircraft movements the sole exception being where the Aircraft Commander, of an inbound flight, has declared a ‘PAN’ or ‘MAYDAY’ and requests immediate landing at Manchester. The Commander will be advised of the Fire Category.

If the loss of fire cover is expected to be prolonged, outbound aircraft on the ground will be allocated stands and instructed to taxi to these stands by ATC, awaiting further developments.

Procedures for a reduction in Category are as follows: a) The Station Manager or deputy is responsible for:



• Notifying the ADM of the loss and expected duration• Notifying the ADM when the loss terminatesb) The ADM is responsible for:• Notifying temporary loss and resumption of normal services to the ATC Watch Manager.

16.17. Additional Water Supplies

Details of water supplies available to MA RFFS are detailed in the MA RFFS Guidance Documents.

16.18 . Low Visibility Procedures

Manchester Airport provides for full RFFS response in all weather conditions. Procedures to be adopted by MA RFFS during LVP are detailed in the MA RFFS Guidance Documents.

16.19. Training and Competence of First Aid personnel

MA RFFS employ an external training provider to provide the course content and training of instructors for the delivery of First Response training to all operational personnel.

16.20. Medical Equipment

MA RFFS carry medical equipment as required to supplement that provided by the local authority ambulance and medical response teams. These supplies are kept on the medical trailer and are detailed in the MA RFFS Guidance Documents.



Policies

1 – Aircraft Engine Ground Running

Owner Airfield Operations Manager

Manchester Airport 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. Procedures will also be in

accordance with the ‘Section 106 agreement’ with Cheshire County Council. Ref ASI 1

2 – Aircraft Compass Calibration


Although not primarily a maintenance aerodrome, Manchester Airport 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 2 standard. The siting of the facility is within the principal taxiways and its use is therefore restricted to certain times. Ref ASI 2

3 – Test, Training and Ferry Flights


Manchester Airport 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. Manchester Airport 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 ASI 3

4 – Aircraft Maintenance Activity


Manchester Airport will support the provision of aircraft maintenance activities. This includes heavy, major maintenance, and 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 4

5 – Runway Inspection Regime


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 and as a ‘base line’ the minimum requirements will be met. However, in view of the large and complex operation, Manchester Airport will in many cases exceed the minimum regulatory requirements and will seek to introduce improved techniques for carrying out and recording inspections of runways. The inspection regime will aim to ensure that runways and associated infrastructure are safe for use by all types of aircraft using Manchester Airport. Ref LOP 116 and 41.

6 – Movement Area Inspections


Inspections of airfield facilities and infrastructure will form a key part of the Safety Management System. In many cases inspections are required for legal and regulatory reasons and as a ‘base line’ the minimum requirements will be met. However, in view of the large and complex operation, Manchester Airport will in many cases exceed the minimum regulatory requirements and will seek to introduce improved techniques for carrying out and recording inspections.

Inspections often form the final ‘link in the safety chain’ they provide the opportunity to identify the conditions under which pilots and operators will be operating. The importance of inspections must not be underestimated. Ref LOP 122, 116, 51 and 41.

7 – Runway Friction Measurement

Owner Head of Asset Management Services

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, Manchester Airport 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 reachedMaintenance 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.



8 – FOD & Airfield Sweeping

Owner Head of Asset Management Services

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, such as 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 33

9 – Airside Works (Development, Maintenance and Remedial)

Owner Airfield Technical Manager

Manchester Airport will use the guidelines set out in CAP 791 (On Aerodrome Developments) as a basis for managing airside development & maintenance projects. The Head of Airfield Operations, 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. Manchester Airport will aim to be an industry leader and to demonstrate ‘best practice’ in the safety management of airside development work. Ref ASI 5



10 – Access to Critical Part (CP)

Owner Airfield Security 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, Manchester Airport will operate procedures to ensure that access to the aircraft movement area and various sub-areas 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 6

11 – Wildlife Control & Habitat Management


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 bird hazard are set out in EASA AMC/GM and CAP 772. In complying with these requirements, Manchester Airport will ensure 24 hour active control of the bird hazard on the airfield, together with a longer-term, multi-agency approach to managing the off-airport bird hazard environment. Bird activity and bird strike data will be actively monitored as a key safety performance indicator.

Effective Wildlife Control measures are an important aspect of 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 Bird Hazard, development of control procedures and detailed record keeping form the basis of an effective Wildlife Hazard Management Plan developed, reviewed and implemented by Airfield Operations.

The Wildlife Hazard Management Plan is published as a separate document and is available from the Wildlife Control Manager.

12 – Aeronautical Ground Lighting

Owner Head of Asset Optimisation

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. Manchester Airport is certificated to operate in weather conditions down to Category IIIB on Runway 23R / 05L. MA will provide, wherever possible and commercially viable, an AGL installation closely meeting the permanent specification. ‘Ownership’ of the AGL infrastructure, including control systems, will remain with MA, although aspects of design, installation and maintenance will be contracted. Design of systems will comply with EASA, CAP 670 and with any additional safety requirements identified during design hazard analysis. Inspections procedure will comply with or exceed the requirements of EASA. Robust contingencies for



the event of failures in the AGL system will be incorporated, to satisfy both the needs of operational safety and business continuity.

13– Reduced Runway Length Operations

Owner Head of Airfield Operations

Operating with reduced runway distances can affect operational safety margins. Having the benefit of two main runways, Manchester Airport is better equipped to maintain a degree of business continuity in the event of a runway blockage than is a single-runway airport. For this reason, and the above consideration, 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.

The decision to operate a runway with re-declared distances will be taken jointly by the Accountable Manager, Head of Airside Operations, Head of Airfield Operations and to be approved by the competent authority.

Flight operations will not be permitted to continue in a manner requiring aircraft landing and taking-off to overfly active works on a closed section of runway.

When runway distances are reduced, all departing aircraft are to use the maximum RTORA.

14 – Aerodrome Survey Data & Treatment of Obstacles


Aerodrome surveys are required to fulfil a number of statutory requirements. CAP 232 sets out the required specification for Aerodrome topographical and obstacle limitations surveys. Manchester Airport will procure these under a contract with a CAA-approved provider. In addition to meeting the basic requirements of CAP 232, Manchester Airport will use obstacle survey data, in combination with other information, to actively manage and control the obstacle risks and limitations to aircraft operations.

CURRENT SURVEY STATUS

EASA requires that for an Aerodrome Certificate to be issued 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 Manchester Airport in September 2016, in accordance with CAP 232. Details are submitted to the CAA and also held by the Head of Airfield Operations.

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 Head of Airfield Operations and are available for inspection at any reasonable time.



15 – Aerodrome Safeguarding


The potential impacts of developments on, close to, or under the airspace of Manchester

Airport could have significant impacts on operational safety and capability. In common

with other certificated aerodromes, Manchester Airport is responsible for its own

safeguarding process, and will retain this function within the Planning and Airfield

Operations departments of the company. The priority in responding to safeguarding

consultations will be to protect the safety and operating interests of Manchester Airport.

However, consideration will always be given to allowing appropriate developments to

take place for the benefit of the city of Manchester and its region. Manchester Airport will

work with local planning authorities and developers to reach mutually satisfactory

outcomes. Ref ASI 7

16 – Promulgation of Aeronautical Information


Aeronautical data, providing accurate and timely information to pilots and aircraft operators, is important to the safe operation of Manchester Airport. 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. Manchester Airport will audit the content of these publications and engage with the providers in order to assure accuracy.

17 - Contingency for Excess Traffic


Being a major international airport, Manchester Airport is an important diversion alternate for many airline operators. Manchester Airport welcomes this role and will seek, along with its service partners, to provide efficient operational support to flights diverting into Manchester, wherever possible. At peak times however, the airport may be experiencing capacity shortfalls and priority must in these circumstances be given to Manchester-programmed flights. Flights requesting to divert into Manchester for a genuine emergency



reason where the safety of the aircraft and those on board may be at risk will be given all due assistance. The Excess Traffic Plan is published as a separate document and is available from the Head of Airside Operations.

18 – Detention of Aircraft


Where Airport Charges have not been paid to Manchester Airport Group (MAG), MAG 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 1982. 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, MAG 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 MAG, pending determination of the dispute, sufficient security for payment

of the charges that are alleged to be due.

In accordance with the provisions of Article 257 of the Air Navigation Order, specified

Manchester Airport personnel are authorised by the UK Civil Aviation Authority (CAA) to

detain aircraft for reason of safety, that is, if it is suspected an aircraft is intended to be

flown in such circumstances as to be a danger or while in a condition unfit for flight. Ref

ASI 34

19 – Recovery of Disabled Aircraft


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 Manchester are expected to have aircraft recovery plans, and if necessary, appropriate contracts in place to cover the eventuality of an aircraft recovery at Manchester. Manchester Airport will provide on-site a degree of aircraft recovery capability, supplemented by arrangements with specialist contractors to provide heavy lifting support on standby.

20 – Aircraft Noise

Owner Head of Health, Safety & Environment

Manchester Airport 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.” To deliver this, there are a number of noise and track keeping restrictions in place. Ref ASI 8



21 – Accident, Incident and Safety Occurrence Reporting

Owner Operational Risk and Assurance 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) and the Health and Safety Executive (HSE) if deemed appropriate by the Head of Airside Operations, HASC, OPRM, ADM or ATC. Furthermore, prompt and thorough investigations of accidents and occurrences may result in important lessons being learned, helping to avoid a re-occurrence. The following instructions relate to all the reporting systems used at Manchester Airport. Ref ASI 9

22 – Airside Defect Reporting

Owner Head of Airfield Operations & Head of Asset Management Services

As part of Manchester Airport’s Safety Management System, all airside users are encouraged to report defects relating to buildings, services and facilities to the Airport Live Communications Centre (LCC - Terminal Control). Such reports are processed via the airport ‘Enterprise Asset Management System’ (EAMS) and disseminated to the relevant MAG Asset Management department or Sub-contractor for remedial action. Ref ASI 10

Such defects could include, but are not limited to: Damage to buildings or fixed structures Apron Lighting Failures Airbridge Faults Stand Entry Docking Guidance System Failures Surface Contamination – e.g. Spillages or FOD Fixed Electrical Ground Power Faults Damaged or defective surfaces

23 – Single Runways Operations Using Runway 05R – 23L


Occasions arise when Runway 05L-23R is out of service and it is necessary to use Runway 05R-23L in single-runway mode. This may be a planned event such as airfield works, or following an airfield incident.

The airfield infrastructure is designed to accommodate single-runway use of 05R-23L, albeit with limited capacity.



24 – Very Large Aircraft


Very Large Aircraft can be expected to operate at Manchester Airport on an increasingly frequent basis as the airport’s business expands. These large types place correspondingly larger demands upon the airfield infrastructure. Manchester Airport will provide infrastructure and procedures to enable such aircraft to use the airport. However, for commercial and logistical reasons it will be necessary to limit the extent of such operations to certain parts of the airport site only. Ref ASI 11

25 – Airside Audits

Owner Operational Compliance Auditor

The auditing of both Service Partners and Internal Departments forms one of the key components of Manchester Airports Safety Management System (SMS).

MA Airfield Safety and Compliance is responsible for undertaking Service Partner and Internal Department Audits, however, where specific expertise or independent verification is required then Airfield Operations will use the services of relevant industry experts to assist in conducting audits.

All audits will be carried out in confidence, the results of Service Partner or Internal Department audits will remain confidential to those companies or departments 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 Operational Compliance Auditor.

All non-compliances resulting from Audit Reports will be included in the monthly Airfield Safety Management Report and subsequently discussed at the Operational Safety Management Committee (OSMC).

Persistent non-compliances by individual Service Partners will be monitored by the Airfield Operations, Safety and Compliance audit team and brought to the attention of the Operational Compliance Auditor.

The descriptions of the audit types, which are contained within the Safety Management System, are referenced in Aerodrome Manual Part B Safety Management System 12 Safety Auditing.



26 – Safety Infringements


Manchester Airport Airfield Operations is primarily responsible for maintaining safety and operational standards within the Airfield Boundary. The formation, implementation and enforcement of safety policy on the apron, 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 Manchester Airport considers the basis of a safe operation, such that any infringement is taken seriously, and that the event should be recorded on an Airfield Occurrence Report, some of which will involve financial penalties by way of a ‘fine’ being imposed against an offending company. Ref ASI 13

27 – Aeronautical Weather Information


Weather has a profound influence upon the safety and expediency of aircraft and airport operations. In addition to the various statutory requirements, Manchester Airport 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 weather forecast information. However, wherever possible, use will be made of onsite data gathering systems and expertise to enhance this information for Manchester-specific application. This will particularly apply to real-time actual weather data. Manchester Airport 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 ASI 14

28 – Low Visibility Procedures


Manchester Airport is committed to providing facilities and procedures to enable the airport to remain open to operations during low visibility conditions. It must be accepted that such conditions will reduce air traffic capacity 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. Manchester Airport will draw upon experience across the industry to continually review low visibility operations, with a view to enhancing safety and capacity. Ref ASI 15

29 – Winter Operations Plan (Aerodrome Snow Plan)


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 stand-alone document ‘Winter Operations 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 Manchester Airport.

The Winter Operations Plan is available to view and download from the website http://www.manchesterairport.co.uk/ops

30 – Thunderstorms


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. Manchester Airport 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 16

31 – Strong Wind & Gale Plan


Adverse weather such as strong winds and gales 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. Manchester Airport 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 17

32 – Aircraft Parking Stands & Allocation


Manchester Airport retains full authority and control over the allocation of parking stands and the stand entry guidance provided to aircraft. The majority of aircraft parking stands at Manchester Airport are intended for use in the Taxi-In-Push-Out (TIPO) mode. Whilst particular airline operators’ flights may be assigned to a specific terminal there are no stands dedicated to the operation of individual services except where security or border control requirements dictate otherwise. A system of stand allocation according to flight type will be agreed between MA Operations Director and the Airline Operators Committee, and amended from time to time. This agreement covers service levels and customer expectations and may be overridden if required for reasons of aircraft safety.

33 – Aircraft Pushback Procedures


Aircraft stands at Manchester Airport 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. The adoption of a common procedure covering all apron stands has been agreed with the formation of the Pushback Working Group. This group consists of Ground Handling Agents / Engineering companies / NATS & MA. In the case of WIP on




the apron which will interfere with the stands pushback, NATS will issue a non-standard pushback. Ref ASI 18

34 – Fixed Electrical Ground Power

Owner Head of Asset Optimisation

Fixed electrical ground power (FEGP) is provided at most aircraft stands for connection to aircraft during turnround and maintenance activities. FEGP is to be used as a preferred supply in accordance with environmental policy. Other sources of power such as mobile diesel generators or the on-board Auxiliary Power Unit should not be used unless the FEGP is unserviceable or incompatible with the aircraft type. Ref ASI 19

35 – Aviation Fuel Management

Owner Operational Risk & Assurance Manager

Responsibility for the management of the aviation fuel installation at Manchester Airport 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 respective fuel suppliers as detailed in ASI 20. As aerodrome certificate holder, MA will continue to monitor and audit the management, quality control and delivery procedures of the fuelling activities.

Fuelling activities at Manchester Airport are undertaken by the fuel suppliers in accordance with CAP 748 (Aircraft Fuelling and Fuel Installation Management), in conjunction with Explosive Atmospheres (ATEX) and Dangerous Substances Explosive Atmosphere Regulations (DSEAR). Guidance material published by the fuel industry Joint Inspection Group (JIG) is also applied. Ref ASI 20

36 – Spillages


Spillages of fuel, chemicals or toilet effluent can cause health and safety issues and have the potential to cause pollution of local watercourses. All companies should therefore ensure that such products are contained securely in appropriate and well maintained tanks, bowsers and containers and to ensure that any spillage is promptly cleaned up or reported to MA for clean up. Ref ASI 21

37 – Waste Disposal


All 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 International Catering Waste or hazardous, and requires specialist disposal. Additionally, waste should be segregated for recycling wherever possible. Ref ASI 22



38 – Aircraft Washing

Owner Head of Airfield Operations & Head of Health, Safety & Environment

Washing of airframes and aircraft engines 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 23

39 – Push & Park Procedure


In order to assist on-time departure and to vacate pier-served stands for arriving aircraft, procedures will be in place to allow departure-ready aircraft to be removed to a remote stand or airfield location whilst they await an ATC slot time. At Manchester this procedure is known as ‘push and park’ to nose out aircraft parking stand and as ‘push and hold’ for remote airfield holding. Ref ASI 24

40 – Aircraft Towing

Owner Airfield Operations Mnager

It is the responsibility of Companies undertaking 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 NavigationOrder.

When aircraft are to be moved during periods of bad visibility, or at night, the aircraftmust be adequately illuminated at each extremity, i.e. navigation lights ‘on’ and thetractor/tug must display headlights and an anti-collision beacon. If anti-collisionbeacons unserviceable, the tug driver must call Airfield Control for assistance.

ATC permission must be obtained before all aircraft tows.

NB - ATC clearance does not imply wing tip clearance Ref ASI 25

41 – Airbridge Operation


There are 3 types of Airbridge, which are the property of Manchester Airport. To ensure the safe arrival and departure of an aircraft Manchester Airport will only allow personnel to operate Airbridges who have successfully completed Airbridge training and validation by Manchester Airport Group authorised Handling Agent or Airline representative. Ref ASI 26



42 – Aircraft Turnround Management


Airport activity, and in particular the intense activities surrounding the turnround 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 Manchester.

Whilst Manchester Airport has certain responsibilities as the aerodrome certificate holder, it cannot take sole responsibility for apron activities - the airlines and their contractors must have in place their own arrangements for ensuring that safety is managed effectively, especially during the aircraft turnround process.

All persons whether passengers, visitors, or employees of any Airport Company must be protected from all airside hazards. Ref ASI 27

43 – Storage and Handling of Unit Load Devices (ULDs)


Airlines operating aircraft types with containerised holds at Manchester Airport require storage facilities for Unit Loading Devices. The Airfield Operations Manager, in consultation with Airlines and Ground Handling Agents, will agree the number of ULD’s to be available on the appropriate racks. This will be accomplished by space taken on the racking by each ULD, to control the management of ULD’s.

Manchester Airport has provided storage facilities for circa 600 units in several separate locations across the Airfield. These sites are allocated to specific Handling Agents based on their customer requirements and with consideration for the stands used by their contracted airlines.Ref ASI 28

44 – Medical Services

Owner Emergency Planning & Resilience Manager

North West Ambulance Service (NWAS) respond to aircraft incidents at the airport and are also included in the Greater Manchester Response Plans as a Category 1 Responder.

NWAS also provide 24/7 medical cover at the airport through the Paramedic team based at the airport. The Paramedics respond to medical assistance calls from within the airport complex and also medical emergencies on inbound aircraft. The Paramedics will not routinely become involved in a major aircraft emergency.

Manchester Airport Fire and Rescue Services (MAFRS) also provide medical cover in liaison with the Paramedics.



45 – Aircraft De-Icing


During the winter months it will at times, be necessary for aircraft to undergo de-icing treatment before departure. This activity is safety-critical, requiring strict adherence to procedures. Manchester Airport does not itself possess the equipment, materials and expertise to carry out this function. It is a matter for aircraft operators to provide de-icing services, or to contract out with Ground Handling Agents. MA will provide, at a cost, areas for the storage of materials and equipment for use in airframe de-icing. There is no suitable area on the airport at present for the provision of a centralised airframe de-icing. De-icing materials can be harmful to the environment, and need to be managed carefully. MA operates a procedure, which ensures that de-icing materials are controlled and contained both in storage and in use, so as to prevent pollution of watercourses. The Airfield Duty Manager should be informed Daily of the fluid stock levels, equipment serviceability and staffing levels in accordance with the Manchester Airport Winter Operations Plan.Ref ASI 29

46 – Airside Competency & Training


Aprons and airside areas are hazardous workplaces and, in order to ensure safe working practices, Manchester Airport 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 30

47 – Stand Closures & Restrictions


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) Airbridge maintenance (external maintenance or internal maintenance necessitating

the movement or isolation of the airbridge) Routine stand maintenance (e.g. surface painting or degreasing)

Notwithstanding the requirement for internal Maintenance Teams, Contractors and Airfield Planning to consult the Airfield Liaison Manager when planning airside works, the Airfield Duty Manager is accountable for the physical closure and operational reinstatement of Aircraft Parking Stand



48 – Airside Driving


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 or equivalent does not in itself make a person competent to be in charge of a vehicle in an airside area.

For these reasons Manchester Airport 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 requirements, procedures for obtaining a permit and operating a vehicle airside will follow the requirements to CAP790. Ref ASI 31

49 – Airside Vehicle & Equipment Standards

Owner Operational Compliance Auditor

All vehicles and trailed equipment operating airside at Manchester Airport must be maintained and inspected in accordance with CAA CAP 642 Airside Safety Management, DVSA Regulations and relevant HSE 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 32

50 – Emergency Response

Owner Emergency Planning & Resilience Manager

In order to uphold the continual safety and security of its passengers, customers and staff, Manchester Airport is committed to ensuring that effective emergency and contingency plans are in place. The Manchester Airport Emergency Orders describe the emergency plans in place at Manchester Airport with definitions of the emergency categories plus an indication of the roles and responsibilities of the key organisations involved in an emergency response.



51 – Storage of Bulk Liquids Owner Head of Health, Safety & Environment

All storage facilities for bulk liquids should be adequate to prevent any leakage that could be a health and safety hazard and/or cause pollution. In general, the standards set out in the Control of Pollution (Oil Storage) (England) Regulations 2001 should be adopted. Any vehicles and trailed equipment operating airside at Manchester Airport are also subject to Airside Standing Instruction 32 Airside Vehicle & Equipment Standards. Ref ASI 36


Part E- Airside Standing Instructions


Part E- Airside Standing Instructions

Contents

ASI 1 – Aircraft Engine Ground Running ASI 2 – Aircraft Compass Calibration ASI 3 – Test, Training and Ferry Flights ASI 4 – Aircraft Maintenance Activity ASI 5 – Airside Works (Development & Maintenance) ASI 6 – Access to Critical Part (CP) ASI 7 – Aerodrome Safeguarding ASI 8 – Aircraft Noise ASI 9 – Accident, Incident and Safety Occurrence Reporting ASI 10 – Airside Defect Reporting ASI 11 – Very Large Aircraft ASI 12 – Baggage Hall Operations ASI 13 – Safety Infringements ASI 14 – Aeronautical Weather Information ASI 15 – Low Visibility Procedures ASI 16 – Thunderstorms ASI 17 – Strong Wind & Gale Plan ASI 18 – Aircraft Pushback Procedures ASI 19 – Fixed Electrical Ground Power ASI 20 – Aviation Fuel Management ASI 21 – Spillages ASI 22 – Waste Disposal ASI 23 – Aircraft Washing ASI 24 – Push & Park Procedure ASI 25 – Aircraft Towing ASI 26 – Airbridge Operation ASI 27 – Aircraft Turnround Management ASI 28 – Storage and Handling of Unit Load Devices (ULDs) ASI 29 – Aircraft De-Icing ASI 30 – Airside Competency & Training ASI 31 – Airside Driving ASI 32 – Airside Vehicle & Equipment Standards ASI 33 – FOD & Airfield Sweeping ASI 34 – Detention of Aircraft ASI 35 – Removal of Disabled Aircraft ASI 36 – Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores


ASI 1- Aircraft Engine Ground Running

ASI 1 – Aircraft Engine Ground Running

ASI Owner Airfield Operations Manager

1. GROUND IDLE TESTING

Aircraft engine testing at Ground Idle only is allowed on all pier and remote stands and also on the Western Maintenance (formerly 'Faireys') apron.

Ground idle running may take place at any time subject to certain safety measures being in place. See below:

1.1. Safety measures

Aircraft on pier or remote stands must obtain approval for start-up from ATC on theGround Frequency stating the aircraft type, stand number and using the phrase '...Request permission to run engine(s) at Ground Idle power for (approximate duration).Aircraft on the Western Maintenance do not need to request permission from ATCbut must have pre-notified the RFFS watch room.

During all Ground Idle runs a safety person must be located by the rear of stand road(where applicable) to warn traffic, which must be stopped during the engine running.A vehicle parked across or beside the road is not acceptable.

Aircraft anti-collision lights must be illuminated during engine runs Ground Idle testing at stands with a rear-of-stand road (most pier stands) is subject

to a maximum of 3 minutes duration - sufficient to carry out most basic engineeringchecks. Running engines for longer durations can cause unacceptable delays to roadtraffic waiting to pass behind the aircraft.

Engine ground running longer than 3 minutes can be requested through the ADM,who will consider safety / environmental affects, and will authorise at their discretion.

1.2. Responsibilities

It is the responsibility of the organisation undertaking the engine run to: Control activity on the stand during the test Provide personnel to stop movement of traffic behind the aircraft Maintain contact between the Ground Engineer and the Flight Deck Ensure ATC clearance for start-up is obtained and that ATC are informed when the

test is complete. Ensuring that ground idle runs on pier served stands are limited to 3 minutes duration. When there is a rear of stand road, the operator must ensure that the red illuminated

wands are in use using the IATA standard signal at all times.

2. TESTING ABOVE GROUND IDLE POWER

All such tests are subject to the approval of Airfield Operations who will consider all the relevant circumstances before approving any test.

A request must be made to Airfield Control in advance by submitting a booking request via the Manchester Airport website.



All tests above idle power must be carried out in the Engine Test Bay (ETB).

Any engine test which in the opinion of the aircraft engineer concerned cannot be completed within the Engine Test Bay facility may be permitted at an alternative airfield location. This is restricted to daylight hours only. However, permission, the time and the location is to be determined by the ADM.

Engine testing south of runway 23R/05L is not permitted under any circumstances.

3. ENGINE TEST BAY

3.1 Availability of the Engine Test Bay

Engine testing above idle power is only permitted in the ETB facility during the period 06:00-22:00 Monday to Friday and 07:30 - 22:00 Saturday and Sunday local time in accordance with local authority planning agreements and the Manchester Airport Night Noise Policy.

Airfield Operations has the discretion to allow an Engine Test ' Out of Hours ‘, that is between the hours of 22:00 – 06:00 Monday to Friday and 22:00 - 07:30 Saturday and Sunday local time. However such permission is only given in very special circumstances where the implications of not doing so would cause considerable operational disruption and/or hardship to Manchester Airport passengers. Certain criteria must be met to justify engine testing during the defined night period. The case for justification must be sought and confirmed in writing to justify the requirement (see Appendix 1). The number of ‘out of hours’ tests are strictly monitored and controlled by the Local Planning Authorities.

While critical airfield work packages are in progress, the use of the Engine Test Bay may be restricted to certain conditions. These will be advised on request for use of the Engine Test Bay by the Airfield Duty Manager, and where possible, an alternative location will be provided.

3.1.1. Commercial Charges

A charge is levied by MAG for use of the Engine Test Bay. Details of charges are contained within the booklet 'Manchester Airport Fees and Charges' available from MA Finance department, or the Manchester Airport website.

3.2. General safety Requirements

The aircraft must be towed to the ETB and reversed into position astride and parallel

to the painted yellow centreline. Floodlighting is available for use during the hours of darkness; a switch is located on the northern wall of the bay.

The aircraft nose wheel must be parked on the correct stop mark for the type as identified on the information board mounted on the sidewall of the bay. If there is any doubt about the correct position, advice should be sought from Airfield Operations. Positioning of the aircraft is critical to the performance of the efflux-baffling screen - use of an incorrect position may result in damage to the baffling, the acoustic walls or the aircraft engines. On no account must an aircraft be parked with



the nose protruding beyond the taxiway clearance white line unless express permission has been granted by the ADM and the taxiway has been closed to traffic.

Whenever a high power test is in progress, taxiway Alpha is to be closed in front ofthe Engine Test Bay. This action will be taken by Airfield Operations.

ATC clearance on the Ground frequency should be obtained to start engines statingcall sign, aircraft type and location in the Engine Test Bay. Once clearance to start isobtained no further ATC clearance is required to change power settings whilst in theETB. A listening watch must be kept on the Ground frequency and ATC should beadvised when the test is complete and engines are being shut down.

The engineer supervising the test should inspect the surface of the ETB prior toundertaking engine runs to ensure the integrity of the surface is acceptable for highpower engine runs and any FOD has been removed.

Failure to comply with the above safety requirements may result in the issuance of afine in accordance with the MA Airfield Infringement Scheme.

A380, AN124, AN225, B747-8, A346, B77W and A351 aircraft are not permittedto use the Engine Test Bay due to wingspan limitations.

3.3. Open Field Engine Testing

Should difficulties be encountered in performing the test in the ETB, a request may bemade to Airfield Control on ext. 2384 to continue the test at an open field locationAirfield Control will advise if and when this can be accommodated and will arrangefor the aircraft to be escorted undertow to a suitable location. The location currentlyapproved for open field testing is Taxiway Kilo (West of K5) and the Compass SwingBase (max A330)

Approval for testing outside the Engine Test Bay will not be granted when LVPs are inforce

At the open field location the instructions of Airfield Operations personnel must befollowed with respect to the positioning of the aircraft in order to maintain aerodromesafety. It will not always be possible to position the aircraft exactly into the wind

The Engineer responsible for conducting the engine test must complete a safetychecklist in conjunction with the ADM

The Engineer supervising the test should inspect the pavement surface to ensure theintegrity of the surface is acceptable for high power engine runs and any FOD hasbeen removed. The engineer will be required to sign the safety checklist to confirmall safety considerations have been fully assessed.

ATC clearance to start engines must be obtained on the Ground frequency statingcall sign, aircraft type and location. ATC clearance must also be sought beforeaccelerating engines to high power. A listening watch must be kept on the Groundfrequency, as the need to reduce power may be necessary for safety reasons.

Airfield Operations may request copies of Engineer’s risk assessment documentationbefore approving any open field test

Charges for open field-testing will be levied in accordance with the Fees & Chargesfor testing within the ETB. (See 3.1.1.)

NOTE: Tows to and from the ETB and open field testing locations are subject to theprocedures outlined in ASI 25 (Aircraft Towing)

3.4. Aircraft Engine Start prior to Pushback / Departure

The following detail sets out the procedure, for engine start on stand prior to aircraft pushback.



Jet Aircraft When a jet aircraft (other than A380’s) requests a start on stand, a single engine start at idle power only shall be approved. The second engine start shall only be approved when the pushback is completed. A380 aircraft may be authorised to start up to two engines on stand without reference to the ADM. Turboprop Aircraft When a Turboprop aircraft requests start on stand, starting of up to two engines at idle power only may be approved prior to push. On all occasions, a road man should be in position to ensure traffic does not cross behind the aircraft with engines running. Cross Bleed Engine Starts Cross-bleed starts must not be carried out on stand due to excessive noise, and jet blast hazards. If a cross-bleed engine start is requested, the crew should be instructed to start one engine on stand, and then when the aircraft has pushed back onto a suitable taxiway (utilising the TRP’s), the cross-bleed start will be approved. If a TRP is not available, the area MUST be checked by Airfield Operations prior to the cross-bleed commencing. If the aircraft is unable to push onto the taxiway, or the clearance behind the aircraft is not known, ATC will contact the ADM and request the area to be inspected prior to cross-bleed start. Start After Push and Park Certain stands at Manchester have been configured to facilitate the self-manoeuvring of aircraft, up to a stated size, from a side on or nose-out position on the taxiway. Prior to engine start for departure, all self-manoeuvre stands MUST be checked by Airfield Operations personnel to ensure the required safety measures are put in place to allow the aircraft to depart safely. Once confirmed, ATC will authorise the departure from the appropriate stand. Exceptions: The above conditions do not apply to stands 100, 101 and taxiway Golf.



3.5. Appendix 1


ASI 2- Aircraft Compass Calibration



1. 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 at the junction of Taxiways Bravo, Charlie, and Kilo.

Owing to its location at the junction of busy taxiways, use of the CSB is restricted to off-peak times of day. The CSB will not normally be available for use during the hours 0600-1000 and 1600-2000. Requests during this time are at the discretion of the ADM.

Occasions will also arise when the CSB is unavailable due to primary taxiway closures and work-in-progress. Planned outages of the CSB will be promulgated in the relevant Operational Advice Notice.

2. FACILITIES

The CSB is certified to Class 2 standards. QinetiQ plc, who are approved by the Government, carries calibration and re-certification out bi-annually. A calibration certificate is held by the Head of Airside Operations and may be viewed at any reasonable time.

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 Maximum aircraft size which can be accommodated is a B757-200.

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.

3. PROCEDURE FOR USE

Engineers wishing to use the CSB must contact Airfield 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 ADM will consider the operational impacts and consult with the ATC Watch Manager. The ADM will be responsible for notifying Signature Flight Support as movements to and from TATON and the northern entrance to ROMPA will be prohibited when compass swinging is in progress

At the agreed time, the person in charge of the test may tow or taxi the aircraft out to the CSB. N.B. A clearance must be obtained from ATC on the Ground frequency.



ATC will alert the ADM to the movement of the aircraft and the select 'Compass Swing' on the AGL lighting panel.

The ADM will arrange for mobile day-glow barriers and obstacle lights to be placed across taxiways at C1, B2, B3, and K4. The swing may take place undisturbed by aircraft ground movement. Radio contact between ATC and a person at the swing must be maintained throughout. The person in charge of the swing must advise ATC when complete so that barriers may be removed to allow the aircraft to vacate the CSB. The lighting panel 'Compass Swing' setting must not be de-selected by ATC until all barriers are confirmed as removed. Subject to advanced agreement with Airfield Operations via the AOM, aircraft engineers may be permitted to taxi aircraft within the confines of the CSB, subject to the provision of company risk assessments and evidence relating to training and competencies of approved personnel.


ASI 3- Test, Training & Ferry Flights

ASI 3- Test, Training & Ferry Flights


1. TECHNICAL TEST FLIGHTS

Flights may be conducted from Manchester for the purpose of testing the functionality of the aircraft and its systems following routine maintenance, or if required by a regulator prior to revenue service flying.

Such flights are subject to all other airport operating conditions and restrictions applicable to a normal revenue flight. This includes runway slots, noise abatement, runway charges, and Instrument Flight Procedures.

Such flights must be conducted with all engines operable unless prior written authority has been granted by the ADM. Any requirement for ‘engine out’ testing must be notified in advance to the Airfield Duty Manager. Any subsequent permission granted would be subject to risk assessment with which the operator may be required to co-operate.

Flights involving ‘touch-and-go’ manoeuvres at Manchester will not be permitted at any time.

3. TAXI-TESTS

‘Fast-taxi’ tests – where the aircraft will exceed 30 knots groundspeed will only bepermitted on runways and are subject to prior permission from the ADM. Requests fortaxi-tests should be made in writing to the ADM ([email protected]) and containthe following information; Aircraft Type Airline Registration Reasons for Undertaking Test Max. Groundspeed PoB

NOTE: Any technical failures which may occur during the test must not cause disruption to normal airport operations. If the risk of failure is present, the ADM MUST be notified prior to the Taxi Test being carried out.

3. TRAINING FLIGHTS

Flights will be permitted for the purpose of crew training, subject to all of the above considerations at section 1, above. Flights involving ‘touch-and-go’ manoeuvres at Manchester will not be permitted at any time.

4. POSITIONING (FERRY) FLIGHTS

Flights will be permitted for the purpose of positioning an aircraft empty to or from another airport, subject to all of the considerations at sections 1 and 3, above.


ASI 4- Aircraft Maintenance Activity



1. AIRCRAFT MAINTENANCE ON APRONS

To meet the increasing demands of air transport requirements and to achieveoptimum usage of aircraft stands, especially those nearest to the Terminal, priorityfor stand usage is given to arriving/departing aircraft.

When aircraft maintenance is undertaken on an apron stand, which may inhibit theability to remove that aircraft from the stand, the flexibility for allocating thatparticular stand to an arriving/departing aircraft is lost.

1.1. 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 inreasonable time. If this is not feasible due to the nature or particular technicaldefect, Airfield Control must be informed immediately.

Spillage’s of fuel, oil and other fluids do not occur and that if they do occur, theactions detailed in ASI 21 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

2. AIRCRAFT STORAGE

All operators requiring long-term storage of aircraft must obtain approval from theHead of Airside Operations.

In the event that approval is issued, all such stored aircraft must meet the followingrequirements: Securely locked Chocked at the nose wheel and main undercarriage All covers must be adequately secured

3. HEAVY MAINTENANCE FOLLOWING AIRCRAFT DAMAGE

If an aircraft has been damaged whilst operating at Manchester Airport, and hanger

space cannot be obtained to rectify any damage sustained, a temporary facility may

be constructed on a determined aircraft parking stand, with the express permission

of the Head of Airside Operations. If the above is required, a formal request in writing

should be made to the Head of Airside Operations, who will agree a suitable location

and process for the aircraft repairs to take place.



4. TAXIING OF AIRCRAFT BY ENGINEERING STAFF

Non-aircrew personnel taxiing aircraft at MA must hold an Aircraft EngineeringQualification/Licence recognised as appropriate by the UK CAA and/or in accordwith EU-OPS. Additionally, a local certificate issued by an appropriate type ratedpilot must be held, indicating that the engineer has been trained and tested to anadequate standard to safely taxi the specific aircraft type.Aircraft may be taxied without a Radio Qualified Person aboard by the operatormaintaining a listening watch on VHF provided that they are under the direct controlof an Airfield Operations vehicle in contact with ATC.

5. TAXI TEST

Refer to ASI 3 (Paragraph 2)


ASI 5- Airside Works (Development, Maintenance & Remedial)


ASI Owner Airfield Technical Manager

1. MANAGEMENT OF AIRSIDE WORKS – THE STARTING POINT

All airside works must be co-ordinated through Manchester Airports Group

processes. This applies not only to major construction projects but also to minor

works, maintenance, fixed installations, and remedial works including painting and

branding of structures. Any external organisation, (tenant, service partner, contractor

etc) or MAG internal department wishing to carry out any such works on the aprons

or airfield areas must inform MAG Capital Delivery so that the project may be

properly co-ordinated. The processes required to assure all safety and legal

requirements are met may be lengthy and multi-faceted, depending on the nature

and scope of the task. No one department has jurisdiction over all of these aspects

and so it is vital that MAG Capital Delivery are contacted in the first instance, so that

the correct process and consultation can be mapped from the outset.

Airside development projects will be managed and procured through MAG Capital

Delivery, who will appoint a Project Manager. A project team will be formed, which

must include representation from Airfield Safety & Compliance. Minor routine works

and maintenance schemes may be managed internally through the Asset

Management Operations Manager but are subject to the same consultation

processes outlined in paragraph 2 below. The requirements of this Instruction are

also contained or referred to in another document, published by MAG Capital

Delivery, titled ‘General Requirements for Contractors working at Manchester Airport’

2. NEXT STEPS - OPERATIONAL PLANNING AND APPROVAL REQUIREMENTS

The MAG Project Manager must inform the Airfield Planning Team of the proposed works or development well in advance in order that the due process may be followed. The details of the works must be sent to [email protected].

The forum for bringing new projects to the attention of Airfield Planning is the bi-weekly Airfield Works Coordination Meeting. Project Managers should attend the meeting and present new business prior to a project reaching Gateway 2, as defined by the MAG Capital Delivery Project Delivery System.

Once a new project has been presented at the meeting, Airfield Planning Team will begin the process of allocating appropriate resources and carrying out the required planning tasks, commensurate with the scale of the project. A flow chart showing the works planning process and required notification periods can be found at the end of this Instruction. Where the project management role has been contracted out, the contractor must ensure such consultation takes place. However, MAG Capital Delivery is ultimately accountable for the safe management of these processes – safety accountability under the Aerodrome Certificate may not be delegated to contractors. Failure to properly consult may result in works being undertaken without authorisation and in violation of the Aerodrome Certificate. Under the auspices of the MA Control of Works Enforcement Policy, unauthorised works are liable to immediate cessation by Airfield Operations personnel until the due consultation, planning and approvals are in place.




All airside development and maintenance work requires prior consultation so that the

aerodrome safety and regulatory requirements can be assessed and managed. The

Airfield Planning Team are responsible for the operational planning and notification

of all airside development works. It is a requirement of EASA, that Manchester Airport

Group must consult CAA SARG before commencing any development which may

change the aerodrome facilities, and obtain the necessary approvals. The principles

set out in guidance material CAP 791 should be followed and Safety Assurance

Documentation produced. The HASC will advise project teams of the likely planning

and approval timescales in order that these can be programmed.

The scope of the consultation and planning will be commensurate with the nature

and scale of the project. The works planning and approval process is included at 2.1

below.

The period of notice required will similarly be dependent upon the scope and

operational impact of the works, and the availability of Airfield Safety & Compliance

resources to undertake the necessary work. The HASC maintains an agreement with

the CAA Aerodrome Inspector for Manchester as to the level of consultation required

in respect of specific airside works. This agreement may be reviewed from time to

time.

7. Airside Works Planning and Approval

Airfield Planning will ensure that the following actions and issues are covered:

Compliance with aerodrome certification requirements Compliance with MA operational policy and specifications Assessment and management of operational safety risks Continuity of operations Minimum disruption Stakeholder liaison (aircraft operations-related only) Production of Safety Assurance Documentation for CAA approval

Promulgation of Information

NB: Any required liaison with the Manchester Airport Health & Safety team to cover project issues specifically related to the health and safety of personnel or members of the public is the responsibility of the Project Manager.

Major New Developments

Examples of major new developments could be;

Construction of a new taxiway.

A new building with an airside frontage, such as a terminal pier.

Construction of new apron areas.

Comprehensive changes to airfield wayfinding and associated infrastructure.



The above list is not exhaustive but is indicative of what is considered to be a major

new development and will require substantial operational planning. The Airfield

Technical Manager will provide representation at works planning meetings and will

invite representation from NATS as considered appropriate.

Sufficient design data and works methodology must be provided by the project team

in order that the Works Planning Checklist can be completed and the necessary safety

and operational assessments can be made by Airfield Planning. Design and operating

philosophy cannot be approved until all necessary assessments and consultations

have been completed.

Timescales for such consultation and approvals will vary according to the scope of

the project, however it should be expected that a minimum of 10 months will be

required. Airfield Planning will co-ordinate the appropriate level of Development Risk

Assessment (DRA) and will feed the results back to the project team. Changes to

design and methodology may be required as a result of the DRA. Safety Assurance

Documentation will be produced, this will comprise of an Operational Advice Note,

DRA records, and, where the scope of the works requires, an Operational

Requirement and Safety Statement.

Design of any new infrastructure to form part of the certificated aerodrome must be

signed off by the HASC prior to start of construction, and will be subject to an

approval for change from the Competent National Authority (CAA SARG).

Once design and methodology has been approved, and DRA completed, the project

can proceed to construction and implementation in accordance with the notification

programme. Minimum notification periods apply with respect to NATS and

promulgations via UK AIP; Paragraph 3 provides further information.

2.3 Major Maintenance

Examples of major maintenance projects could be;

Runway resurfacing/ rehabilitation.

Large scale reconstruction of an existing taxiway or apron pavement.

Major maintenance works require significant operational planning and will follow the

same principles as for major new developments. The scope and level of consultation

will also be largely the same.

As with major new developments, the timescales for consultation and approval for

major maintenance work will vary according to the scope of the project. A minimum

of 8 months should be expected.

Some major maintenance projects may require notification to the Competent National

Authority (CAA SARG) or, if deemed necessary due to the scope of work, an approval

for change.



2.4 Small/ Medium Scale Developments & Minor/ Routine Maintenance

Examples of small/medium scale projects or minor/ routine maintenance could be;

Limited scale pavement reconstruction and repair.

Repair/maintenance/ replacement of equipment such as airbridges, aircraft

navigation aids, Fixed Electrical Ground Power units, building façades, external

passenger gate doors, airside boundary fences, aircraft fuel hydrants.

Maintenance/ upgrade of electrical systems serving airfield infrastructure and aircraft

navigation aids.

Other work which requires closure or restriction in use of an airside facility such as

an aircraft stand or a roadway.

The scope and level of consultation required for small/medium scale developments will

be smaller, although the operational planning principles employed for major projects still

apply. CAA SARG will not normally be consulted via a formal development meeting and

the level of consultation will be determined by the HASC or an Airfield Technical Planner.

Circa 1-2 months will be required for the consultation and approval process, dependant

on the scope of work.

Minor works may also be the subject an of Operational Advice Notice, or where deemed

appropriate, a Minor Works Brief. It should be borne in mind that some projects that may

be small scale in terms of the actual works activity taking place, works duration, or the

working space required, could have significant operational impact depending on the

location of works, any permanent or temporary operational changes they cause and

whether they result in required changes to established procedures and/or publications.

2.5 Cranes

Works involving the use of cranes are of particular concern. Cranes can represent

hazardous obstacles to aircraft on or in the vicinity of the airport. Planning and

notification is essential, and a separate permit system is in operation. Procedures for the

use of cranes at the airport are contained in ASI 7, paragraph 6.

3. PROMULGATION OF INFORMATION

Prior to the start of an airfield works project, Airfield Planning will issue notifications

which will include one or more of the following:

UK Aeronautical Information Package (AIP) permanent amendment or

Supplement (public domain)

NOTAM (public domain)

Operational Advice Notice (airport subscribers)

Minor Works Brief (bespoke audience of key stakeholders)

ATIS broadcast (public domain)

Certain airfield works schemes may also require promulgation of information by NATS

Manchester in the form of:



Temporary Operating Instruction (TOI)

Supplementary Instruction (SI)

Within the overall Operations Planning and Approval process, for which the outline

timescales are described in paragraphs 2.2 to 2.4, in order to provide an effective notice

period to operational personnel and airside users prior to the start of an airfield works

project, sufficient time will need to be dedicated to the composition and publication of

the above notifications. Particular consideration will be given to the notice periods

required by the UK AIP (up to 90 days) and NATS Manchester (up to 30 days dependent

on the scale of planning and approval required).

To allow sufficient time for the Airfield Technical Planner to produce the required

documentation, Project Managers must ensure that Airfield Planning are in receipt of all

requested information a minimum of two working weeks in advance of a project start

date. There may be slight variations of the required timescales at the discretion of the

Airfield Technical Planner. In any event, as part of the overall airside works planning

process, the required timescales for document publication will be communicated to the

Project Manager, and it must be borne in mind that notification and publication

timescales will be increased considerably should there be a need to publish/amend

information contained within the UK AIP and/or for NATS Manchester to promulgate a

TOI or SI.

4. PERMITS TO WORK

In addition to the over-riding MAG work permit scheme, all airside development works

require the issue of an Airfield Operations Works Permit. Permits will be authorised by

the Airfield Duty Manager. To complete the permit authorisation the ADM will require

copies of safety assurance documentation produced by Airfield Safety & Compliance for

major / minor planned works.

Airfield Operations works permits will not be issued without the required accompanying

documentation being available on the MAG Permit to Work system.

5. ROUTINE MAINTENANCE WORKS

5.1. General

Routine maintenance work covers surface markings, signage, lighting, strip surfaces and

grass cutting.

The routine nature of many maintenance functions can lead to complacency and

consequent incidents and occurrences. It is of paramount importance that the planning,

promulgation and execution of such works is detailed and carried out in a manner which

attends meticulously to all relevant airside procedures.

Some of the maintenance and repair tasks can be accomplished during aircraft

operations. Other tasks can only be undertaken when the area is closed to aircraft

activity or when aircraft activity is light e.g. at night or during the winter season.

Work may be carried out within an active runway strip in accordance with the relevant

policy. However planned maintenance of the runways will be undertaken wherever

possible during a runway closure. In the case of Runway 05R / 23L this can largely be

achieved during the daily published closure periods. In the case of Runway 05L / 23R,



specific night closure programmes are planned each year in order to undertake routine

maintenance such as surface friction monitoring, rubber removal, painting, surface

repairs, etc.

5.2. Procedures and Permits for routine works

Regular, routine airfield maintenance work will be carried out in accordance with the

local operating procedures produced by the relevant section manager. Generic, open-

ended Airfield Operations Works Permits will be issued for such works, thereby

eliminating the requirement to issue permits on each occasion.

6. WORKS WITHIN RUNWAY STRIPS

An Airfield Operations Works Permit must approve all works within runway strips. Works

which are of a regular, on-going routine nature (e.g. grass-cutting) may have a

‘standing’ approval and will not require the issue of a permit on each occasion. All other

works require the issue of a time specific permit. Permits are issued by the ADM, who

will in turn notify the ATC Watch Manager of approved work.

NB: Possession of a permit does not constitute an ATC clearance.

Table 1 - Works carried out on foot with hand held tools only

Area UHF Channel ATC

clearance

required

Weather

minima

Other conditions

Grass areas within

CGA up to edge of

runway shoulder

5 (R1)

3 (R2)

Positive LVP alert Grass areas only

Grass areas within

LSA up to edge of

CGA (burn line)

1(R1 North)

3 (R1

South/R2)

Free-ranging LVP alert Prior notification to

ADM/ATC. Listening

watch to be maintained

with Tower frequency.

Further information at

paragraph 6.3.

On runway

pavement inc.

shoulder

5 (R1)

3 (R2)

Positive LVP alert Between a/c movements

Paved links outside

LSA

1 (n/side)

3 (s/side

Positive Nil ATC co-ordination

required

On paved links

within LSA up to

edge of shoulder

5 (R1)

3 (R2)

Positive Visible

from tower

and >LVP

alert

Stopbar OFF. Frangible

barrier placed at

boundary of works. No

closer than edge of

shoulder. ATC

coordination required



Table 2 - Works carried out with vehicles/plant

Area UHF position ATC

clearance

required

Weather

minima

Other conditions

Within CGA up to

edge of runway

shoulder

5 (R1)

3 (R2)

Positive Visible

from VCR

and >LVP

alert

Between movements

Within LSA up to

edge of CGA

5 (R1)

3 (R2)

Positive Visible

from VCR,

and >LVP

alert

ATC coordination

required

On runway shoulder 5 (R1)

3 (R2)

Positive >LVP alert Ops suspended

Paved links outside

LSA

1 (n/side)

3 (s/side

Positive >LVP alert Prior notice to ATC.

Infringes taxiway strip.

Definitions

• Instrument Strip (IS) 150m each side of centreline – not marked out on ground.

• Localiser Sensitive Area (LSA) 137m each side of centreline (R1 stopbars / R2 CAT IIIstopbars).

• Cleared & Graded Area (CGA) 105m each side of centreline (Burn Line).

• Obstacle Free Zone (OFZ) 77.5m each side of centreline – not marked.

• Visual Strip (VS) 75m each side of centreline –not marked.

6.1 Accountabilities

When works are taking place under positive clearance, ATC are responsible for ensuring

the safety of aircraft and personnel.

In these cases, the runway is ‘occupied’ and ATC will give a positive clearance for

vehicles/personnel to pull back for aircraft movements. Works parties may be required

to move at short notice, as instructed by ATC.

When works are taking place without positive ATC clearance responsibility for aircraft

and personal safety lies with the person(s) carrying out the works, on the basis that:

A policy is in place, agreed between MA and NATS.

Prior permission must be obtained from the relevant Tower Controller to enter

the ‘strip’

The terms of the Airside Works Permit have been accepted by signature of

the person or their employer.



The understanding that work within runway strips has associated hazards and when

operating without positive ATC clearance, the person(s) themselves must

determine when it is safe to remain within the strip

6.2 Grass Cutting Operations

All drivers of vehicles engaged in grass cutting operations are to listen out on the

following frequencies;

Channel 1 – Northside grass areas outside CGA (105m burn line) and

taxiways.

Channel 5 – Runway 05L-23R and adjacent grass areas inside CGA (105m

burn line).

Channel 3 – Runway 05R-23L, southside grass areas inside and outside CGA

(105m burn line) and other southside taxiways

Prior to commencement of work, the ATC Watch Manager (ATC WM) is to be

notified of the grass areas to be cut.The ATC WM is to be informed when grass

cutting activity has ceased.

All grass cutting activity is to cease when visibility falls to 800m RVR or the cloud

ceiling falls to 300ft.

NB: Sweeping may be required following grass cutting operations.

6.2.1 Grass Cutting inside runway CGA (105m burn line)

Runway 05L-23R – Grass cutting will normally take place at night between 23:00 and 05:00 local. Outside of these hours, grass cutting is to be coordinated between the ADM and ATC WM.

Runway 05R-23L – Grass cutting is to take place during the routing daily runway closure hours.

6.3 Works activities within ILS Critical/ Restricted Areas

Entry into ILS Critical/ Restricted Areas is to be specifically pre-noted to and

authorised by the ATC WM. Vehicles/ personnel must not enter a Critical/Restricted

Area without also requesting permission via radiotelephony from the appropriate

controller.

7 EMERGENCY WORK IN PROGRESS

Occasions may arise whereby a failure of a Taxiway or Runway Surface requires

immediate action in order to make the area safe for operations.

In this case, the ADM is to liaise directly with the ATC Watch Manager and undertake

a Joint HAZOPS, Level 3 (‘Green Strip’ procedure).

The headings in the HAZOPS Level 3 act as an aide memoir for both parties to ensure

that nothing is overlooked.



8 SIGN-OFF AND APPROVAL PROCESS FOR AIRFIELD RECONFIGURATION WORK

Examples of airfield reconfiguration work could be;

Alteration to apron/stand/airside road layout.

Realignment of a taxiway.

Change of use of an existing airside area.

Airfield reconfiguration work will be subject to prior approval from MA Airfield Safety

& Compliance. Dependant on the scale of reconfiguration, such work may be

undertaken entirely ‘in house’, and, if required, a third party Designer may also be

appointed to cover aspects such as civil and utilities work. In any case final authority

to approve reconfiguration layout designs rests with MA Airfield Safety & Compliance.

9 SUSPENSION OF WORK

Airfield Operations may suspend any work on the Airfield at any time. This may be

due to poor weather, an incident, lack of authorisation, or as a result of poor working

practice which is deemed a safety hazard to operations.

Any member of staff who is concerned about the safety aspects of any works is to contact the ADM immediately on 0161 489 3331.

As with work across the wider airport site, airside work may be suspended if ongoing activities/ practices are found to be in contravention of the MA Control of Works Enforcement Policy.



10 AIRFIELD WORKS PLANNING TIMESCALES

The below process map can be used as a quick reference tool to aid Project Managers

and inform other project stakeholders or end-users of the required timescales for

Airfield Safety & Compliance to carry out the necessary consultation and approval

process.

It should be noted that failure to provide the required timescales may result in Airfield

Safety & Compliance requesting a project start date to be delayed or refusal of

permission for airside works to commence.

11 CONSIDERATIONS FOR PROJECT MANAGERS

Consult Airfield Safety & Compliance prior to agreeing programme dates and works

methodologies with contractors. Involvement of Airfield Safety & Compliance at an

early stage of a project is highly important to ensure that incorrect assumptions are not

made regarding matters such as site access, permitted working times, work site

demarcation and operational implications/restrictions; incorrect assumptions may result

in unnecessary project delays and/or unforeseen expenditure as a project progresses

through Capital Delivery gateways.

Acquisition of security passes and works permits, arrangement of airside escorts and

liaison with MAG Health & Safety personnel is the responsibility of the MAGCD Project

Manager.



New projects will only be accepted by Airfield Planning, if presented at the fortnightly

Airfield Works Coordination meetings.

If in doubt about the level of involvement required from Airfield Planning for a

particular airside works project, it is always better to check.


ASI 6- Access to the Critical Part (CP)

ASI 6- Access to the Critical Part (CP)

ASI Owner Airfield Security Operations Manager

1. CRITICAL PART (CP) ACCESS POINTS

Access to the Airfield is via a number of security posts North Gate West Site (H24) Southside security access point Terminal Service Yards (Pedestrian access only) Signature Aviation

Full security procedures will be undertaken for staff and vehicles; this includes access control and search. Airside vehicle permits are checked by Aviation Security Officers.

1.1 Signature Aviation is not within the MA Critical Part. A white painted line on the apron and a burn line in the grass mark the Critical Part boundary. A security cabin is located on site and an Aviation Security Officer will ensure full MA security procedures are undertaken for staff and vehicles if: Any person from Signature Aviation apron wishes to gain access the Critical Part. Any Person currently on the airfield who enters the Signature Aviation apron and

wants to return to the critical part. (Security Procedures apply each time the criticalpart boundary is crossed).

Security Procedures do not apply to persons on-board an aircraft. This security measure is in addition to any security procedures within the Signature Aviation.

2. DIRECT ACCESS TO THE ‘AIRSIDE’

Airfield Security have responsibility for authorising and controlling access to the Critical Part via a Crash Gate. Access through these locations should be limited to infrastructure Projects or authorised Emergency responders.

2.1. Procedures

The company requiring access contacts the Airfield Security Team Manager (ASTM). The ASTM is to ensure that the contractors’ access is properly authorised and in line

with MA Security procedures. Arrangements for the provision of security are theresponsibility of the Project Coordinator and should be incorporated in thecontractors work methodology and/or Operational Advice Notice.

Airfield Security must maintain a log of all staff, vehicles and equipment entering theCritical Part.

All personnel on site must produce a form of identification; any persons not havingformal identification will not be permitted access onto the airfield. Examples ofidentification are as follows:

o Valid Passporto UK/EU Photo Driving Licenceo CAA Identification Pass/DFT Identity Card

At the end of each working day, the ADM must attend the Crash Gate and check allpersons who entered have left the area.

Airfield Security must ensure the Crash Gate lock is properly re-secured and theintegrity of the Critical Part (CP) is maintained.


ASI 7- Aerodrome Safeguarding


ASI Owner Airfield Technical Manager

1. CONTEXT

There are several aspects to the safeguarding function: Physical – preserving the integrity of the Obstacle Limitation Surfaces (OLS)

surrounding the Aerodrome. Technical – the effects of new development on Navaids and technical equipment Bird Hazard Control – minimises the hazard to aircraft posed by developments whose

design may increase bird numbers in the vicinity of an aerodrome Lighting in the Area of Aerodromes Use of cranes during construction within 6km of an Aerodrome Wind turbines within 30km of an Aerodrome

Under the Joint Circular issued by the Office of the Deputy Prime Minister (1/2003) on the Safeguarding Aerodromes Technical Sites and Military Explosives Storage Areas, MA is responsible for the Safeguarding of Manchester Airport. In this role MA is the statutory consultee to the Planning process and must provide Local Planning Authorities (LPA's) with safeguarding assessments for proposed developments.

LPA's are issued with a Safeguarding Map by the CAA specific to Manchester Airport which enables them to identify those applications that could potentially impact upon the Airports operational safety and on which consultation is required. The map currently in use is dated December 2015.

2. RESPONSIBILITIES

The Head of Airfield Operations is ultimately responsible for: Maintaining the integrity of the OLS

MA Group Planning Section will: Maintain records and undertake the external administrative function for safeguarding

at Manchester Monitor the progress of the application, particularly where external consultation is

necessary, in order to ensure that permitted consultation periods are not exceeded Log details of any Local Planning Authority decision obtained into the 'Manchester

Airport Safeguarding Filing Index' and place any decision notice in the case-file Interrogate the database and plotting sheets to identify any previous application which

could relate to the current case, either in location, applicant or subject The Head of Airfield Operations is responsible for the overall management of Physical

Safeguarding

3. PROCEDURES

3.1 Legislative and Administrative

In the case of formal consultations, the LPA will consult the Airport giving 21 days for a response. Each planning application received is given a Manchester Airport safeguarding reference (e.g. MAN05 - 2004 / 05).



NB - Other codes will be used as appropriate taking the first three letters of the relevant authority.

NB - If necessary the LPA (or other party) should be contacted to inform them of any difficulties that could require an extension to the twenty-one day time limit for consultation. If the LPA will not permit an extension to the time limit a letter of objection must be lodged on the grounds that MA is not satisfied that the proposal will have no harmful effect on the safety of operations at Manchester Airport.

The Airport may also be approached directly by the developer, or LPA, during pre-application negotiations. In these circumstances an assessment will be made in the normal way however it is to be made clear that any advice is provided in an informal capacity and will not prejudice detailed assessment of any formal planning application at a later date. Details of such assessments should be recorded but will not receive an MA safeguarding reference.

The application is given a digital file to include all created documents. In addition a paper file is to be created, containing the application details, a copy of the proforma and other documents as appropriate.

3.2. MA Consultative Procedure

Safeguarding consultation letters, along with copies of the application information, are to be sent to the following parties (giving 10 working days for a response): Physical Safeguarding - Assessed by Airfield Safety & Compliance Technical Safeguarding - Assessed by National Air Traffic Service (Tels) Bird Hazard Safeguarding - Airfield Wildlife Management (the Airports appointed Bird

Hazard Consultant)

3.3. Safeguarding Pro-forma

A Safeguarding proforma titled Safeguarding Assessment Form is to be filled out for the development, ensuring all the necessary information, prescribed in the Joint Circular, is included: A copy of the application for the development in question Copies of any submitted plans The location of the proposal with a grid reference to at least 6 figures each of Eastings

and Northings The height of the site to an accuracy of 0.25 metres above OS Datum

MAN05 Local Authority and Digital File 2004 Year 05 Safeguarding Case Number

Local Authority/Private Applicant Code Manchester MAN Stockport STO East Cheshire Trafford TRA Manchester Airport development under Part 18 of GPDO 1995

GDO



Details of the layout, dimensions and heights of buildings and works to which theapplication applies

Such further information as is necessary to consider the application Types of planting and landscape works associated with a particular development Details of materials used in construction

If any vital information is missing, a request should be sent to the LPA to obtain the relevant information, explaining that the twenty-one day consultation period will not begin until it has been received. When all required information has been received by MA, the LPA or other party should be notified, by email or letter that the 21-day consultation period has now begun.

3.4. Response to Local Authority

The safeguarding proforma is to be completed with a safeguarding response written based on advice received. The response should then be checked and countersigned by the Head of Planning and Environment or the Planning Manager. All assessments and calculations received from the consultants are to be stored in the application file.

The response is sent to the LPA either by e-mail or in paper form with a copy stored in the digital and paper files.

3.5. Case Follow Up

The case officer should track the applications progress through to a decision being made by the Local Planning Authority.

3.6. Local Authority Contrary Decision

If an LPA proposes to grant planning permission:

Contrary to advice submitted by MA Without conditions that have been requested Including specifications/features that have been advised against, the LPA must notify

the Airport (as the official safe guarding consultee) and the CAA (as the safetyregulator).

The CAA will then assess the application and may determine it in two ways:

Firstly the CAA may consider the application and conclude that the Airport has beenwrongful in its decision to object to or condition the proposal. In such cases the Airportis to obtain details of the CAA decision and update files accordingly

Secondly the CAA could agree with the Airports decision and may refer it to theSecretary of State to be considered for 'call-in'. MA maybe required by the CAA tosubmit additional justification for its view as part of this process If the views of MA (orthe CAA) lead to an appeal against the LPA decision then the Airport may be requiredto defend its view, either informally to LPA /applicant or formally by appearing as anexpert witness at planning appeals. Arrangements to cater for such demands will bemade as and when they are required



3.7. Methodology

In order to assess whether the implications of any proposed development, it will be necessary to understand and apply the relevant parts of EASA CS & AMC. Two methods are in use and may be used singly, or together to provide means of cross-checking:

A software application ‘GDMS’ supplied by SLC Associates. A ‘manual’ CAD based OS map with contour data, for heights AOD or AMSL and

also showing the extent of all OLS surrounding Manchester Airport is available in theAirfield Operations Planning Department.

The Eastings and Northings, site plan and location plan, provided with any application will allow the location of the development to be identified. The CAD system will identify any penetration of Obstacle Limitation Surfaces.

3.7.1. Potential Penetration of OLS

This assessment is undertaken by Airfield Safety & Compliance. The post holder within Airfield Safety & Compliance trained and authorised by the HAO to undertake the safeguarding function is: Airfield Technical Planner

The post holder named above has been trained and certificated via the CAA Safeguarding course.

The assessor will check the details of the proposal for penetration of any of the Obstacle Limitations Surfaces.

If a penetration of an OLS is identified, the proposal should be assessed as to whether it can be eliminated or mitigated.

The assessor will exercise discretion to have another competent person check and sign-off the calculations in cases where the potential impact of the development is significant.

The local CAA SARG Inspector will be consulted concerning any development considered to be unacceptable as a consequence of OLS penetration. Details of any calculations undertaken and conclusions will be forwarded to the MA Planning Section for submission to the LPA or other party as appropriate

Any obstacles which penetrate an OLS will require an appropriate red. It is important that SARG are consulted concerning any penetration of an OLS. It should be noted that the construction of the second runway lowered Manchester's surfaces as the threshold of Runway) 05R is considerably lower than that of 05L. This has resulted in some buildings within the locality of the airport penetrating the IHS. However, all of these have been declared to SARG and accepted.

The assessor will also consider any possible impacts of a development upon the Instrument Approach procedures. Where there is any concern the proposal will be referred to the Directorate of Airspace Policy for comment.



3.7.2. Technical Safeguarding Assessments

MA Planning Department are to forward any planning applications which may have an impact upon Navaids at or around the Aerodrome to NATS (Tels) for assessment. The local engineers will undertake a preliminary assessment of the development and may then submit the application to NATS HQ for further detailed analysis. This process may take longer than the normal 10 days allowed and where this is the case NATS will be required to contact the Planning and Environment Section immediately. If the delay is likely to result in a need to extend the consultation period granted by the LPA the Planning and Environment Section are top take the necessary steps to request an extension from the LPA.

3.7.3. Wind Turbines

Any planning application to erect a Wind Turbine within 30km of an Aerodrome will be the subject of safeguarding. Not only are they very tall structures which will require Physical safeguarding, but they also may have a significant impact upon Navaids and Radars. They are to be referred to NATS for Technical Safeguarding.

3.7.4. Bird Hazard Safeguarding

The following developments can have an impact on bird activity on and in the vicinity of MA Tree and shrub planting Creation or enhancement of water features Landfill sites Sewage works Reservoirs

With regard to developments in the near vicinity of the airport, details of plantings, if not provided as part of an application, are to be requested. Information regarding species to be avoided altogether and minimum acceptable plantings are listed at the Manchester Airport Group Planning Department. Comments concerning planting are to be made as part of the application response. Further information on the likely impact of such developments is contained in CAP 772. Such developments should be referred to Airfield Wildlife Management (AWM), who are contracted to MA in order to provide expertise on Bird Hazard Assessment.

3.7.5. Lighting

At night and in periods of poor visibility, pilots rely on the pattern of the Aeronautical Ground Lighting, principally Approach and Runway Lighting to assist with aligning the aircraft with the runway and touching down at the correct point. Therefore it is important that other lights which could distract or confuse are not permitted.

It is therefore essential that proposed new street or other lighting is taken into account in the vicinity of an Aerodrome.

Lighting can cause problems where: The intensity of the lights, whether steady or flashing (i.e. strobe lighting), could cause

glare in the direction of an aircraft approaching to land or taking off



The colour of the light could cause it to be mistaken for an Aeronautical Ground Light When viewed from the air, the lights make a pattern, (e.g. a row of street lights) similar

to an approach or runway lighting system The overall amount of illumination detracts from the effectiveness of the approach

and runway lighting, particularly during periods of low visibility The aeronautical ground lights are obscured from the pilot's view

Although all lighting proposals in the vicinity of an aerodrome may be of concern, particular attention should be paid to lights within a rectangular area 750 metres each side of the centreline and extended centreline of the runway to a distance of 4500 metres from the threshold (for an instrument runway).

In addition guidance is provided in the British Standard Institution's BS 5489 Road Lighting, Part 8: Code of Practice for lighting that may affect 'the safe use of aerodromes, railways, harbours and navigable inland waterways on the characteristics of street lighting suitable for use in the vicinity of an aerodrome and the need for consultation'.

To avoid confusion with AGL, it is recommended to use flat glass full cut-off (FCO) lanterns mounted horizontally, so that no light is emitted above the horizontal. Other solutions may be considered, depending on the particulars of the lighting proposed and its location in relation to the aerodrome.

It should be noted that there are provisions under the Air Navigation Order (ANO) directing that lights shall not be exhibited which are liable to endanger aircraft taking-off or landing, or which are liable to be mistaken for an aeronautical light.

4. OUTLINE APPLICATIONS

Outline Applications, by their very nature, are likely to have insufficient information for a full assessment. In these circumstances, there are three options: Firstly, the Planning and Environment Section may send a letter to the LPA

recommending that the application be deferred until further information is availableunder Article 3(2) of the General Development Procedure Order 1995 or Article 4 ofthe Town and Country Planning (Applications) Regulations 1988

Secondly, send a response, which encompasses all planning conditions that could beappropriate to ensure the proposed development is suitably restricted

Thirdly, lodge an objection on the grounds that insufficient information is availableto satisfy the airport that the proposal is acceptable.

The application is to be plotted on the "Manchester Airport Safeguarding Plotting Sheets" and is logged into the 'Manchester Airport Safeguarding Filing Index ' of which there are both digital and paper forms.

5. TREATMENT OF TEMPORARY OBSTACLES

Wherever possible, MA will seek to remove obstacles which may be a hazard in accordance with the requirements of CS ADR-DSN Chapter J. Where this is not possible, such obstacles will be marked appropriately, notified to pilots, and suitable operating procedures introduced.



5.1 Obstacles within the Runway Strip

Temporary obstacles within the runway strip may take the form of works areas, vehicles and plant, or a disabled aircraft. Planned obstacles such as a works area are taken account of during planning process – see ASI 5. Each obstacle is to be treated according to its nature and position. The guiding principles are that: Operations on a particular runway are to be suspended if there is an obstacle within

the paved area of the runway; unless and until revised declared distances have beencalculated and promulgated

ILS approach procedures are to be suspended whenever there is an obstacle withinthe instrument runway Cleared and Graded Area. All such obstacles are to be notifiedto pilots by the most appropriate method for the situation i.e. NOTAM, ATIS or RTF

6. CRANE OPERATIONS

6.1 Introduction

The operation of cranes in the vicinity of an aerodrome may have a direct impact on the safety of aircraft and aviation. The legislation that controls such activities is the Air Navigation Order (ANO) and CS ADR-DSN Chapter J. The operators of cranes must refer to British Standard Institute Code of Practice for the Safe Use of Cranes (BS 7121).

BS 7121 refers to Crane Control in the Vicinity of Aerodromes. In addition the Airport Operators Association (AOA) in partnership with the Health and Safety Executive (HSE) have issued a guidance leaflet entitled 'Cranes and Planes, A Guide to Procedures for Operation of Cranes in Vicinity of Aerodromes'.

6.2. Safety Requirements

In order to co-ordinate the safe operation of cranes in the vicinity of aerodromes any proposed crane operation within 6 kilometres of an aerodrome, at heights of 10 metres above ground level or that of the surrounding structures or trees, must receive prior permission from the Aerodrome Operator.

6.3. Location and Permission

Crane operators and/or developers have been advised to contact the Aerodrome Operator at least one month in advance of any proposed crane operations to find out if there are any limitations or regulatory procedures that may apply to the proposed crane operation. In a minority of circumstances it may be necessary to approach the Civil Aviation Authority (CAA). In these cases it may be necessary for the applicant to develop and co-ordinate a suitable safety case for the proposed operation.

To obtain permission to operate a crane within 6 kms of the aerodrome, the crane operator must apply for the issue of a Manchester Airport Tall Equipment Permit. Applications may be made to Manchester Airport Control of Works Office not less than 21 working days from the planned crane operation.

Contact information: Manchester Airport Control of Works Office Telephone number 0161 489 6114 Email [email protected]



The following information will be required:

The precise location of the crane operation provided as an eight figure OrdnanceSurvey grid reference together with the elevation of the ground in metres "AboveOrdnance Datum" (AOD) at that location. NB - On some Ordnance Survey mapsAOD is displayed as "Above Mean Sea Level" (AMSL)

The maximum elevation of the crane "Above Ground Level" (AGL) in metres The type of crane or construction equipment to be used e.g. Tower, Mobile, etc The radius in metres of the jib or boom of a fixed crane The area of operation of a mobile crane The dates and times of the operation The applicants name, address and contact details (including telephone, fax number

and email address where available) Contact details for the crane whilst operating (e.g. mobile telephone number for the

crane driver or 'on site' foreman)

The Control of Works Office will forward these details to Airfield Safety & Compliance and it will then be determined whether the tall equipment operation can proceed and whether any restrictions need to be applied. The HASC will determine whether CAA Directorate of Airspace Policy or Safety Regulation Group need to be consulted.

Following identification of all constraints, Airfield Safety & Compliance will advise the Control of Works Office whether the Tall Equipment Permit can be issued to the applicant. The permit will list all the relevant details supplied by the operator and any restrictions applied. Restrictions may include items such as:

The fitting of red obstacle lights Restrictions on operating times Restrictions on operations dependent upon the runway that is in use Restrictions on crane operating height Restrictions during poor weather e.g. fog or low cloud It should be noted that it may be necessary to lower the crane immediately in the

event of an aircraft emergency or similar

Airfield Safety & Compliance will enter the Tall Equipment Permit on the Tall Equipment Permit database and a copy will be sent to the ADM for information and action



6.4. Responsibilities

Person (s) Responsible for: HASC Ensuring obstacles are taken into account and treated during the

planning of airside works.

Planned re-declaring of runway distances. Consulting and promulgating redeclared distances.

ADM Ensuring that crane operations are monitored and controlled according to the applicable permit.

Urgent unplanned re-declaring of runway distances and promulgation in accordance with this instruction.

Tall Equipment Operators

Ensuring that a Tall Equipment Permit has been obtained and that tall equipment operations are conducted in accordance with the permit.


ASI 8- Aircraft Noise


ASI Owner Head of Health, Safety & Environment

1. RUNWAY USE

During the period 06:30 – 10:30 and 13:00 – 20:00hrs (local); Monday to Friday: 06:30 – 1030 hrs (local); Saturday: 06:30 – 10:30 hrs (local) and 13:00 – 17:00 hrs (local); Sunday: dual runways will normally operate in segregated mode. This period may vary depending upon the level of traffic demand on a given day. Operations revert to single runway (23R/05L) at all other times.

Under normal circumstances, where the tail wind component remains less than 5knts, a system of preferential westerly runway use is operated. Under circumstances where the preferential wind promotes the use of Runway 23L, this will continue unless it is contrary to safety requirements (e.g. Pan or Mayday call), or until climatic conditions require use of Runway 05R with the ILS (CAT 1).

2. NIGHT FLYING

Aircraft Movements taking place between 23:30 and 05:59 are not permitted to exceed 7% of the Airport’s total movements. Such night time movements are limited to 10150 and 3895 for the summer and winter seasons respectively, up to the end of the summer season 2017.

Manchester Airport further restricts the types of aircraft permitted to operate at night by means of the CAA’s Noise Quota Count (QC) system.

The QC system categorises aircraft according to noise levels recorded at the time of noise certification. Details of the QC system and aircraft categories are available on request from Airport Operations or can be downloaded from the MA extranet site.

The points budget for each season up to the end of the Summer season 2017 is fixed at 7000 points for Summer and 3000 points for Winter.

Between 23:00 and 06:59 (local) no QC16 or QC8 aircraft are allowed to arrive or depart. In order to comply with these flying restrictions, the ADM will usually prohibit the flight from taking place if the aircraft has not pushed back at least 30 minutes prior to the curfew time (2300L)

Between 23:30 and 05:59 no QC4 aircraft may be scheduled to depart.

Under certain circumstances exemptions to these restrictions may be permitted; namely: Off scheduled movements during emergency situations; Off scheduled movements as a result of major disruption to air traffic; Off scheduled movements where significant distress may be caused to humans and

animals; Relief flights where urgent needs exist; Military and support aircraft at time of war; Aircraft of British or foreign Royal Families and aircraft carrying Heads of State.

Any such dispensations must be approved by the ADM.



3. NOISE PENALTIES

Financial penalties are applied to departing aircraft which exceed the limits below: 90 dB (A) between the hours of 07:00 and 22:59 (local) or 82 dB(A) between the hours of 23:00 and 23:29 81 dB(A) between the hours of 23:30 and 05:59 82 dB(A) between the hours of 06:00 and 06:59 As recorded at 6.5 km from start of take-off roll. Details of exact noise monitoring locations are available in the UK AIP AD 2-EGCC-3-2. Specific noise performance information is available from the MA Environment Department. Details of the financial penalties are contained within the booklet ‘Manchester Airport Fees and Charges’ available at: http://www.manchesterairport.co.uk/about-us/publications/fees-and-charges/

4. TRACK ADHERENCE

After departure, Noise Preferential Routes as specified in UK AIP AD 2-EGCC-16 are to be flown by all departing aircraft until the level defined in the table is reached except: Aircraft whose MTWA does not exceed 5700 kg; Those aircraft instructed by ATC to make Early Turns In order to expedite traffic flow Unless otherwise instructed by ATC or deviations are required in the interests of safety.

The use of these routes is supplementary to noise abatement take-off techniques. After take-off, pilots should ensure that they are at a minimum height of 500 ft AAL before commencing any turn. For performance reporting purposes, aircraft shall be deemed to be “off track” where their track (as recorded by the MA monitoring systems) passes outside the relevant 1.5 km departure corridor before achieving the required level. Further information regarding tracking performance can be obtained either via the MA Extranet site or by contacting the MA Environment Department directly (ext. 3566/3504). Details of the financial penalties are contained within the booklet ‘Manchester Airport Fees and Charges’ available at: http://www.manchesterairport.co.uk/about-us/publications/fees-and-charges/

5. CONTINUOUS DESCENT APPROACH (CDA)

During the period 22:00 to 05:59 (local) all aircraft using the Standard Terminal Arrival Routes (STAR) via ROSUN, DALEY, MIRSI and DAYNE are required to carry out a Continuous Descent Approach (CDA) as detailed in AIC 51/2006.

6. ENGINE TESTING

Engine Testing up to and above Ground Idle Power is strictly controlled and is the subject of a separate Standing Instruction (ASI 1).

7. INFORMATION AVAILABILITY

All aircraft noise and track background and performance data is available either via the MA extranet facility or by contacting the Airport Environment Department. Tel: 0161 489 3566 Email: [email protected] Enquiries of an operational nature should be directed to the ADM +44 161 489 3331


ASI 9- Accident, Incident & Safety Occurrence Reporting


ASI Owner Operational Risk & Assurance Manager

1. PURPOSE OF REPORTS

Reports are made primarily for three reasons as follows:

Regulatory requirement Manchester Airport requirement So that Management and staff can learn how to prevent re-occurrences

2. GENERAL REPORTING REQUIREMENTS

The responsibilities for using the various types of reports together with the relevant procedures are detailed below:

It is imperative that Airfield Operations is made aware of any safety occurrences, safety hazards or unsafe working practices as soon as reasonably possible to allow the necessary action to be taken.

Such information should be passed to the Airfield Duty Manager on telephone number +44 (0)161 489 3331.

All Airside Operating personnel are to make every endeavour to learn from accidents, incidents and occurrences to prevent recurrences.

2.1 Just Culture

Manchester Airport supports and promotes a 'Just safety culture' which creates an environment that allows employees to report all incidents and safety concerns without the threat of censure, disciplinary action or subsequent loss of employment, except where there is gross negligence, or a deliberate or wilful disregard to our standard operating practices and procedures.

2.2. Safecall - Whistle Blowing Service

Here at MAG we want all airside operating colleagues and 3rd parties to be able to voice concerns and provide feedback on any aspect of the company and our work. Raising concerns can ensure issues are highlighted and resolved quickly and efficiently so that as a business, we are operating safely and with honesty and integrity.

An issue might be anything from a health and safety risk, to concerns about environmental impact or the behaviour of another staff member. In the first instance, any issues should be raised with your line manager, senior leader or an HR representative. If you feel unable to discuss an issue with a member of MAG staff, then you can access Safecall, an independent, confidential reporting service.

Any issue can be raised to the specially trained Safecall team who will then work with MAG to ensure the issue is escalated in a confidential manner. Safecall can be accessed via: Telephone - 0800 915 1571



Email - [email protected] Web - www.safecall.co.uk/report The Safecall service should only be used to raise concerns that cannot be escalated within the business and does not replace existing HR or business processes. You can find further information on the Safecall service and how to access it via posters around our sites. You can also visit the Safecall website for more information on how this independent service works.

3. MANDATORY OCCURRENCE REPORTS

Manchester airport has established procedures to be used for reporting Mandatory Occurrence Reports (MOR) to the UK CAA as required in Regulation EU 376/2014 as an Alternative Means of Compliance to EASA EC 139/2014. This regulation sets the actions to be undertaken by an airport operator in terms of the Mandatory Occurrence Reporting scheme, setting out what is expected to be reported, what should be shared with the UK CAA, and what mechanisms should be in place with regards to incident investigation and corrective action.

3.1 Definition

A reportable occurrence in relation to an aircraft means any safety-related event which endangers or which, if not corrected or addressed, could endanger an aircraft, its occupants or any other person. The purpose of occurrence reporting is to improve aviation safety by ensuring that relevant safety information relating to civil aviation is reported, collected, stored, protected, exchanged, disseminated and analysed. It is not to attribute blame or liability.

3.2 Responsibility for Reporting

The following personnel are required to make reports in accordance with the ANO: Air Traffic Control Officers Air Traffic Engineers Operational Managers Aircrew Aircraft Engineers Handling Agents

NB - Whilst the legislation defines those who must report, anyone may make a report should they consider it necessary. NB - There is no legal requirement to notify MA Operations Department or ATC that an MOR has been filed even though the occurrence may involve MA Equipment, procedures or personnel. However, due to the time lapse between reports and investigations, it will assist in any subsequent investigation if this action is taken.

3.3 Reporting Procedures

Occurrences are to be reported to the CAA through the Mandatory Occurrence

Reporting scheme portal, within 72 hours of the incident taken place.



The list of reportable occurrences is published in the Commission Implementing Regulation 2015/1018.

All report forms are to be completed fully by the Airfield Duty Manager, providing as much detail as is available and submitted to the AOM , excluding AOR’s which are not affiliated to an Accident Investigation Form or Mandatory Occurrence Report.

When the circumstances of an occurrence are judged to be particularly serious the Head of Airfield Operations or Head of Airside Operations may initiate and arrange a de-brief meeting as soon as reasonably practicable of the occurrence with the relevant Internal / External personnel.

4. AIRCRAFT ACCIDENT AND SERIOUS INCIDENT REPORTS

All such accidents/serious incidents are to be reported to the AAIB.

4.1. Definition

4.1.1. Aircraft Accident

“Accident” means an occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight and such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down, in which:

A person suffers a fatal or serious injury The aircraft sustains damage or structural failure which adversely affects its strength,

performance or flight characteristics requiring a major repair or replacement The aircraft is missing or is completely inaccessible

NB - “Serious injury” means an injury which is sustained by a person in an accident and which involves one of the following:

Requires hospitalisation for more than 48 hours commencing within seven days fromthe date on which the injury was received, or

Results in a fracture of any bone (except simple fractures of fingers, toes, or nose), or Involves lacerations which cause nerve, muscle or tendon damage or severe

haemorrhage, or Involves injury to any internal organ, or Involves second or third degree burns or any burns affecting more than five percent

of the body surface, or Involves verified exposure to infectious substances or injurious radiation

4.1.2. Serious Incident

Serious Incident” means an incident involving circumstances indicating that there was a high probability of an accident and is associated with the operation of an aircraft, which in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready

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to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down.

A near collision requiring an avoidance manoeuvre or when an avoidingmanoeuvre would have been appropriate to avoid a collision or an unsafesituation.

Controlled flight into terrain (CFIT) only marginally avoided. An aborted takeoff or a takeoff using a closed or engaged runway, a taxiway or

unassigned runway. A landing or attempted landing on a closed or engaged runway, a taxiway or

unassigned runway. Gross failure to achieve predicted performance during takeoff or initial climb. All fires and/or smoke in the cockpit, in the passenger compartment, in cargo

compartments or engine fires, even though such fires were extinguished withextinguishing agents.

Any events which require the emergency use of oxygen by the flight crew. Aircraft structural failure or engine disintegration, including uncontained turbine

engine failure, which is not classified as an accident. Multiple malfunctions of one or more aircraft systems that seriously affect the

operation of the aircraft. Any case of flight crew incapacitation in flight. Any fuel state which would require the declaration of an emergency by the pilot. Runway incursions classified with severity A. The ‘Manual on the Prevention of

Runway Incursions’ (Doc 9870) contains information on the severity classifications. Takeoff or landing incidents, such as undershooting, overrunning or running off the

side of runways. System failures, weather phenomena, operation outside the approved flight

envelope or other occurrences which caused or could have caused difficultiescontrolling the aircraft.

For further information contact the Air Accidents Investigation Branch (AAIB)

4.2. Reporting Procedures

All reportable accidents are required to be notified to the Department for Transport (in effect the AAIB) with the minimum of delay.

Aircraft Commanders have a legal responsibility for reporting accidents and incidents to their aircraft. However, this may not always be possible. The initial responsibility for reporting an accident will rest with Air Traffic Control (ATC).

The Airfield Duty Manager (ADM) will ensure that the AAIB have been informed and have received all the relevant details, using the AAIB Notification Form.

As far as possible, the following information is to be provided:

In the case of an accident the identifying abbreviation “ACCID” or, in the case of aserious incident, the identifying abbreviation “INCID”

Type, model, nationality and registration marks of the aircraft Names of the owner, operator and hirer (if any) of the aircraft Name of the commander of the aircraft Date and time (UTC) of the accident/Incident



Last point of departure and the next point of intended landing of the aircraft involved Position of the accident in relation to some easily defined geographical location Number of crew on board and the number killed or seriously injured Number of passengers on board and the number killed or seriously injured Number of other persons killed or seriously injured as a result of the accident Nature of the accident as far as is known

4.3. Contact Name/Numbers

Air Accident Investigation Branch (AAIB) Farnborough House Berkshire Copse Road Aldershot Hampshire GU11 2HH

24 hour Accident Reporting Line: 01252 512299

The person reporting the accident to the AAIB is also required to inform the local Police of the accident and the place where it occurred, using the contact number below.

Greater Manchester Police Airport Sub-Division Tel: 786 0250

5. OTHER ACCIDENTS AND INCIDENTS

These are accidents and incidents involving vehicles, equipment, airbridges and persons etc. where no aircraft is involved. Included are collisions, trips, falls etc.

All accidents and incidents must be reported without delay to Airfield Operations on 0161 489 3331.

Such accidents and incidents are to be reported in order that an appropriate investigation can take place. The purpose is to discover causes so that remedial actions can be taken to prevent recurrence of the incident.

Any vehicles, plant and equipment involved in the incident must not be moved until

authorised by MA Airfield Operations.

Where an incident is categorised as an MOR or is deemed serious then Airfield

Operations will remove and quarantine the vehicle or equipment to the Manchester

Airport Motor Transport facility pending further investigation.

Personnel at the accident/incident scene may remove vehicles and equipment prior to the

arrival of Airfield Operations only if they determine that further damage or harm to

personnel may occur should the vehicles remain in situ.

Prior to the removal of any such items it would be preferable if photographs were taken

to record the event and made available to Airfield Operations.



It is not the intention of MA to allocate blame except where there has been blatant disregard of procedures intended to provide a safe airside environment.

5.1. Procedures and Follow Up

Managers and/or Supervisors of personnel involved in airside accidents or incidents are responsible for: Requesting medical assistance on emergency ext 2222 if injuries are evident Reporting all such events as soon as practical to MA Airfield Operations on 3331

providing details of location and brief information about the event Conducting an investigation in the event that an Airfield Occurrence Report (AOR) is

issued to an employer or employee and responding to Airfield Operations in writingwithin 21 days, stating their findings and any action taken to prevent a recurrence.

6. AIRFIELD OCCURRENCE REPORT

The Airfield Operations Team is primarily responsible for maintaining safety and operational standards within the Airfield Boundary.

All Accidents, incidents and safety occurrences within the Airfield boundary will be recorded in the first instance on an Airfield Occurrence Report (AOR).

Airfield Operations will issue a copy of the AOR to the employee or employer of a company involved in an Accident, incident or Safety occurrence. The employer then has 21 days to respond formally in writing to Airfield Operations stating the actions taken.

In the case of more serious breaches of rules a fine will be imposed of £50 or £100. Any monies collected will be utilised to enhance Apron Safety on the Airfield (See ASI 13 Airfield Infringements).

Details of the AOR will be recorded on the Airfield Incident and Infringement database within 24 hrs of the AOR being issued. An automatic email will then be generated to the company contact informing them of the AOR details. If the company has not replied within the 21-day period of the AOR being issued a reminder will be generated every 2 weeks by email using the same electronic process for a period of 2 months. If a response is not received within 2 months, individual cases will then be addressed by the Airfield Operations Administrator.

7. INCIDENT / ACCIDENT INVESTIGATION

After each Accident or MOR, the HAO may open an ‘Occurrence Folder’. An investigation will then take place, the Airfield Safety & Compliance Team may undertake the investigation directly, or an ADM may be asked to take on this responsibility. The investigation will be fully documented and witness statements and accounts taken as appropriate. Other organisations may need to be involved such as Airlines, Handling Agents, ATC and Internal MA departments. Once completed, results and recommendations will be made and the completed document presented to the Head of Airfield Operations for consideration.

Dependent upon the nature of the incident and results of the investigation, a review of procedures or training may be required in order to prevent a re-occurrence.



It should be noted that an Occurrence folder might be opened in response to a non-reportable accident and that an investigation and review will still be undertaken.

8. FOLLOW UP ACTIONS Following an investigation, appropriate to the severity of the incident, any or all of the following actions may be taken: • MA may require additional training for personnel concerned • An infringement notice may be served • Procedures may be modified A monthly ‘Airfield Safety Management Report’ of airside accidents/incidents is produced and discussed at the Safety Performance Committee.


ASI 10- Airside Defect Reporting


ASI Owner Head of Airfield Operations & Head of Asset Management Services

1. PREVENTATIVE MAINTENANCE

All defect reports and the details of remedial action taken are recorded on a computerised ‘Enterprise Asset Management System’ (EAMS). The information recorded is used to audit and review airport wide maintenance standards, contributing to the overall development of a ‘Preventative Maintenance Programme’. This programme aims to limit the frequency of unplanned outages, operational restrictions and any degradation in airfield safety standards.

2. SAFETY CRITICAL DEFECTS

Safety critical defects which have the potential to compromise the safety of aircraft, passengers and/or personnel should, in the first instance, be reported to Airfield Operations (Tel. 0161 489 3331). Airfield Operations are responsible for ensuring all airside operational areas remain safe. This may necessitate the closure of operational areas in consultation with Air Traffic Control and Airfield Control until such time remedial action has been taken and the area declared safe for continued operations by the Airfield Duty Manager.

3. AUDIT & INSPECTION REGIME

Manchester Airport (Operations) operates a programme of daily Movement Area Safety Inspections. Any defects identified should be reported to the Airport Live Communications Centre (LCC) and recorded via the airport ‘Enterprise Asset Management System’ (EAMS).

Furthermore, schedules of airside audits are undertaken by Airfield Operations & Asset Management personnel. Any defects identified are recorded on a Weekly Maintenance Action List circulated by Airfield Operations at the beginning of each week.

4. ACCIDENTS, INCIDENTS & EMERGENCIES

Defects arising from accidents, incidents or emergencies should be reported to Airfield Operations. The Airfield Duty Manager or his/her nominated deputy is responsible for inspecting the scene of an incident and reporting any know defects to the Airport Live Communications Centre for remedial action.

5. RESPONSIBILITIES

5.1. All Airside Users

Reporting known defects to the Live Communications Centre (LCC) Reporting ‘safety critical’ defects to Airfield Operations

5.2. Airport Live Communications Centre (LCC - Terminal Control)

Recording and processing reported defects via the PMS (Maximo) System. Appointing appropriately qualified engineers to undertaken remedial action.



Updating records with details of any remedial action taken Informing Airfield Operations of any defects that have the potential to compromise

the safety of aircraft, passengers and/or personnel.

5.3. Airfield Duty Manager & Airfield Operations

Attending the scene of an incident/accident, reporting known defects to the Airport

Live Communications Centre (LCC) for remedial action. Assessing operational safety following notification of a ‘safety critical’ defect. Delivering a daily airfield inspection regime. Conducting 3 Tier Audits in accordance with planned inspection schedules. Reporting defects via the Airport Live Communications Centre (LCC) and Weekly

Maintenance Action List.

5.3. Asset Management Department

Conducting 3 Tier Audits and undertaking routine maintenance ‘on-site’ Rectifying defects recorded on the Weekly Maintenance Action List.

6. CONTACT TELEPHONE NUMBERS

Airport Live Communications Centre (LCC) Ext.3776 Airfield Operations Ext.3331


ASI 11- Very Large Aircraft


ASI Owner Head of Airfield Operations

1. AVAILABILITY OF THE AIRPORT TO VERY LARGE AIRCRAFT

1.1 Context

For the purpose of this instruction, a Very Large Aircraft is defined as one falling within the ICAO designation Code F, (wingspan 65-80 metres and a main wheel span of 14-16 metres), or larger. Certain considerations also apply to aircraft within the ICAO designation E but having a very long wheelbase (see paragraph 5).

The airfield infrastructure at Manchester Airport is designed primarily to comply with the requirements for ICAO Code E aircraft, with certain areas meeting ICAO Code F or an interim standard. Details of runway and taxiway characteristics are given at Part C, paragraphs 4.2 to 4.4.

Pavement widths and taxiway to obstacle clearances do not in some cases meet the requirements for Code F aircraft. Furthermore, there are certain ultra-large types in service for which there are no internationally agreed airfield design requirements. Whilst movements of these types through the airport are not frequent, they can be expected to visit from time to time on an ad hoc basis and therefore procedures to ensure their safe handling are required.

Examples of the ICAO Code F (or greater) aircraft are:

Aircraft type Length Wingspan ICAO Code Antonov AN124

69.1 m 73.3 m F

Airbus A380 72.8 m 79.8 m F Boeing 747-8 76.4 m 68.5 m F Antonov AN225

84.0 m 88.4 m Unclassified – exceedsCode F

1.2. Availability

Very Large Aircraft types will be subject to the same airport availability procedures as all other types except that the Airport Authority (through the HAO) reserves the right to refuse permission for a Very Large Aircraft to land or take-off, or to otherwise place constraints on the timing of such movements. Such refusal or constraint may be necessary in order to avoid causing unacceptable disruption to scheduled airport operations.

Airlines Operators wishing to use these types on services into Manchester Airport must be aware that the airfield infrastructure does not in some cases meet the ICAO requirements for Code F and larger types. Whilst the specific procedures set out in this instruction are intended to facilitate limited frequency of movement by these types, it is a matter for airline operators to consider the operating and safety implications and to ensure they have approval for such operations from their respective regulatory body.

Airport Co-ordination Ltd must refer any slot requests for the aircraft types listed in the table at 1.1 to the HAO for approval.



2. RUNWAYS

Both runways at Manchester meet ICAO Code F requirements. Paved shoulders are provided and offer protection against jet blast erosion and ingestion by the outboard engines of very large aircraft. The use of these runways aircraft larger than ICAO Code F is acceptable provided that the aircraft operator has certification from their respective regulatory body to operate the type from such runways. There are no specific aerodrome or ATC procedures applying to the use of runways by very large aircraft other than restrictions on the exit and entry points, which may be used.

NB - AN225 departure on Runway 23R and arrival on Runway 05L should be avoided whenever possible due to limited wingtip clearance and jet blast risk to 'The Airport' public house garden abeam Link Juliet.

3. TAXIWAYS

In order to minimise the risk of aircraft wheels straying off pavement or wingtip collision with a fixed obstacle, the taxiway routings available to Very Large Aircraft are restricted as set out below, with the exception of the A380 for which procedures are given at paragraph 6.

4. FURTHER CONSIDERATIONS

4.1 Contingencies

Should any of the above routings not be available, alternative routings are to be agreed between the ADM and the ATC Watch Manager, using the Level 3 HAZOPS (See Safety Management Manual).

4.2 Constraints

The standard routings given in the table above have been derived by consideration of the constraints on pavement widths, taxiway intersections and obstacles. The majority of

Movement Routing Comments Arrival Runway

05L Vacate runway via Link M & J only.

Taxiway J - K - C - A – D – (N)

B747-8 and Code E types may use any runway exit

Arrival Runway 05R

Vacate runway at any exit. Cross 05L at DZ then route via D, or K - C - A - D

Arrival Runway 23L

Must use W/Y loop and backtrack to vacate runway at any exit. Cross at DZ then route as for 05R arrival.

Arrival Runway 23R

Vacate runway at AE, AG or A. Route A - B - C - A – D – (N)

Depart Runway 05L

Route (N)- D - A - C - B - A Enter runway for departure at A1

Depart Runway 05R

Route (N) - D - A - C - B (cross 05L) BZ - V - VD (backtrack 05R) W. Enter runway for departure at Y1

Depart Runway 23L

Route D, (cross 23R) DZ. Enter runway for departure at T1

Depart Runway 23R

Route (N) - D - A - C - K - J Enter runway for departure at J1

AN225–avoid 23R departure wherever possible.



potential obstacles exist around the apron and terminal areas. Of particular concern are the apron roadways, many of which lie within the Code E taxiway/ taxilane strip. With the aircraft on the taxiway centreline, wingtips of Code F or larger aircraft will overhang roadways. To ensure clearance from fixed obstacles, all aircraft must stay on the taxiway centreline, and therefore to ensure the safety of vehicles on the roadways traffic will need to be temporarily halted as a Very Large Aircraft passes abeam. The ADM will ensure that Airfield Operations staff are positioned to warn and control road traffic accordingly. This may involve an Operations vehicle driving alongside the wingtip as an 'outrider' - clearing traffic off the roadway ahead.

Once clear of the apron areas there are few obstacles which present a hazard to Code F aircraft. The AN225 is a special consideration and there is limited experience with this type at Manchester. Whilst wingtip clearance exists from all fixed obstacles along the designated routes the clearance margins are significantly reduced as compared with ICAO standards. In many cases, aircraft stands adjoining the apron taxilanes must either be vacant or be occupied only by small aircraft types whose tail lies outside the swept path of the AN225 wing. The clearance requirement to be applied is half-span + 20% of full span (44 + 9 metres = 53 metres). Careful measurement of the available clearance must be made. A particular concern also is the clearance from the perimeter fence abeam holding point J1, which is just 49 metres. For this reason, and to guard against jet blast hazard to the garden of the 'The Airport' public house, use of Runway 23R for departure by AN225 types is best avoided.

4.3 Special Actions

The ADM must ensure that the movement of Very Large Aircraft around the airport is planned in conjunction with ATC and Airfield Operations staff.

Prior to arrival and departure of the aircraft the ADM is to discuss to procedure with the ATC Watch Manager. This discussion will cover: The runway to be used, the planned entry / exit link, taxiway routing, escorting of the

aircraft, parking stand and docking guidance. The impact upon other airport operations whilst the movement takes place. Any hazard analysis required (Level 3 HAZOPS).

The ADM will then brief the Airfield Operations staff on duty regarding the arrangements, with particular emphasis on: The requirement for a Follow-Me vehicle. The requirement to warn or control traffic on the apron roadways, including use of

an 'outrider'. Parking and docking procedures.

The ADM, having measured or calculated the available clearance from taxilane to parked aircraft, will brief Apron Control regarding any impacts the aircraft movement and parking will have on the normal availability and capacity of aircraft stands.

The ADM will brief the OiC Fire Service on the planned arrangements for any particular movement.



5. GROUND MANEOUVRING BY LONG-WHEELBASE CODE E AIRCRAFT

In the case of long-wheelbase Code E types such as the B777-300 and A340-600, pavement widths at certain taxiway intersections and curves do not ensure adequate main wheel to pavement edge clearance when normal cockpit-over-centreline steering techniques are employed. This constraint can be mitigated by the use of ‘judgemental over-steering’, a technique authorised by aircraft manufacturers and aided by the use of on-board cameras to monitor the position of the aircraft landing gear. This technique is recommended to be used by pilots of long-wheelbase Code E aircraft when manoeuvring on all taxiways of less than Code F category.

6. OPERATIONS BY AIRBUS A380 AIRCRAFT

Manchester Airport is available to scheduled passenger operations using Airbus A380aircraft. It is stressed that the airfield infrastructure currently at Manchester Airport does notin all respects comply with ICAO / EASA requirements for aircraft designated as Code F,although parts of the airfield have undergone progressive upgrading to these standards.Where this is the case, facilities are provided on the basis of the ‘Common AgreementDocument 2002’ produced by the A380 Airport Compatibility Group. A full schedule ofairfield characteristics assessed against Code F and AACG requirements is included in the‘Operational Safety Case for A380 Scheduled Services’, and approved by the UK CAA.

Owing to the present limitations in the aerodrome infrastructure, the operation of an A380 through Manchester Airport will be subject to certain restrictions and special procedures. Delays to A380s and other airport traffic are possible during ground movement between runway and parking stand.

6.1. Aerodrome availability and procedure overview

Facilities currently available for the A380 are limited and only three A380s would normally be accommodated on the ground at any one time. This will be reviewed during times of significant disruption and /or emergency scenarios by the ADM and a Hazard Analysis will be conducted prior to any approvals.

An airline operator intending to divert an A380 into Manchester must notify the ATC Watch Manager and/or the Airfield Duty Manager either directly or via their handling agent. Notification at the earliest opportunity of the intention to divert will be beneficial in enabling advanced planning and will help to ensure that the aircraft is not unduly delayed upon arrival. Arrangements should be in place with a nominated Handling Agent to provide all required ground support. In particular it is essential that a serviceable tow-bar and tug is available in order that the aircraft can be pushed back from the parking stand.

6.2. Runways available

Runway 05L-23R has a total paved width of 90 metres, comprising 45 metres full bearing strength between edge-lights, plus 2 x partially load-bearing shoulder of 23 metres width.

Runway 05R-23L has a total paved width of 60 metres, comprising 45 metres full bearing strength between edge-lights, plus 2 x partially load-bearing shoulder of 7.5 metres width. Outside of the paved shoulder is a further unpaved shoulder of stabilised grassland.



A380s will generally operate through Manchester under the same segregated runway manner as other aircraft.

6.3. Taxiway routings available

A chart indicating the A380 routings is published in the UK AIP.

A380 GROUND MANOEUVRING

Movement Primary Routing Remarks Arrival Runway

23R Exit runway via Bravo, RET AE, AG, or Alpha. Then via Taxiways Alpha, Bravo, Charlie, or Kilo, and Delta to Stand 12 / 61/ 62.

If required to wait for stand to become available the aircraft should be held at A3.

Arrival Runway 05L

Exit runway at Mike or Juliet. Route via Taxiway Juliet, Kilo, and Delta to Stand 12 / 61/ 62

Arrival Runway 05R

Exit runway at VA or Tango. Route via DZ (or FZ) to cross Runway 05L. Route via Delta (or Kilo/Delta) to Stand 12 / 61/ 62

Departure 23R Pushback from Stand 12/ 61 / 62 to face south, then taxi via Delta, Kilo, and Juliet to J1 for departure.

Departure Runway 23L

Route via Delta (or Kilo/Foxtrot) to cross 23R, to hold at Tango 1.

Departure 05L Pushback from Stand 12/ 61 / 62 to face south, then taxi via Delta, Kilo, Bravo, or Charlie and Bravo, then Alpha to hold at A2.

6.4. Parking Stands

The parking stands to be allocated to A380s are Stand 12, 61 or 62.

Scheduled passenger A380 flights will be parked at Stand 12, Terminal 1. Stand 12 has a ‘MARS’ (multiple-choice centreline) layout. A380s will always park on the main centreline ‘12’ using the Safedock VDGS. Stands 12L and 12R are unavailable when Stand 12 centre is occupied by any type.

Stand 62 will be used on occasions when Stand 12 is not available. The aircraft must be parked under marshaller’s instructions, nose-in on the centreline of the stand using the stop mark ‘A380’. When using Stand 62, Stand 61 is unaffected, whilst Stand 63L is closed and Stand 63 Centre is restricted to aircraft with a wingspan of 60 metres or less (B747-200/300 or B777-200 or A330-300). See Figure 1 for illustration.

Stand 61 may also be used when Stands 12 and/or 62 are not available. The aircraft must be parked under Marshaller’s instructions, nose-in on the main centreline of the stand, using the stop mark ‘A380’. Stand 61 is a standard three centreline MARS arrangement. When using Stand 61, Stand 62 is unaffected.

NB: During exceptional circumstances, Stand 80 is capable of accommodating ICAO Code F (and greater) size aircraft. Special actions are required to enable aircraft access/ egress to the stand, as described at paragraph 4.3



6.5. Turnaround arrangements

There is adequate space around the aircraft at Stand 12, 61 or 62 for all turnaround activities to be performed and the clearances available comply with the latest MA stand design characteristics, with the exception at Stand 62 only of the clearance between the port wingtip and the adjacent airside road. This is 1.5 metres rather than the normal 4.5 metres but is considered acceptable due to the height of the wingtip from the ground and the very low frequency of the event.

Fuel hydrants are located in the pavement beneath both inboard engines. Stand 12 is equipped with 4 x 90kVA Fixed Electrical Ground Power units at the head of stand. There is no FEGP at Stand 61, 62 or 80 and therefore handling agents must provide mobile ground power units as required and/or the aircrafts’ Auxiliary Power Unit must be kept running. 2x 180kVA or 4 x 90kVA may be required to power all on-board services. If sufficient mobile units are not available, the aircraft’s APU may be run during the turnaround.


ASI 12- Baggage Hall Operating Standards



1. GENERAL

In order to improve upon Health & Safety and performance standards, the baggage hallareas located at Terminal 1, Terminal 2 and Terminal 3, will formally be recognised as an‘Airside’ environment.

As such it is necessary to alter how this area is controlled, to align with the current airsideenvironment and the requirements laid out in the Aerodrome Manual and subsequentAirside Standing Instructions.

The Aerodrome Manual can be accessed via the following internet address:

https://manchesterairport.co.uk/ops

As of September 1st 2017 operations and behaviours within the bag hall areas will adhereto regulations as outlined within the Aerodrome Manual and any applicable GroundServices Licences.

2. USEFUL CONTACT NUMBERS

Emergency Fire, Police or Medical Assistance 2222

Security 3333

Airfield Duty Manager 3331

Performance & Standards Manager 8233

Airside Standards Officer 07565178282

Terminal Duty Manager 8777

Airport Duty Maintenance Manager 3678 or 76164

Terminal 1 Flow Control 3826



Baggage System Operations Manager 2018/74078

Baggage Flow Control 3826

Health & Safety BP 2210

https://manchesterairport.co.uk/ops



3. EMPLOYERS RESPONSIBILITIES

The Health and Safety at Work etc., Act 1974 (Section 2) requires all employers to ensurethe health and safety and welfare of all their employees whilst at work and also to provideadequate health and safety related information, instruction, training and supervision.

In section 3 of the Act there is also a duty on employers to ensure persons not in theiremployment are not put under risk to their health and safety as a result of their businessactivities or undertakings.

Employers also have a duty to carry out ‘suitable and sufficient’ risk assessments for all theirwork activities as required by the Management of Health and Safety at Work Regulations.1999.

The above list is not exhaustive, but merely indicative of what employers need to do.

4. EMPLOYEES RESPONSIBILITIES

Legal Duties for all employees in respect of health and safety at work include;

'Taking reasonable care for their own health and safety and that of others whomay be affected by their acts or omissions'

'Co-operating with employers on issues concerning health and safety'

'Not to intentionally misuse or interfere with anything provided for health and safety'

'The duty to correctly use work items provided by their employer, including personalprotective equipment'

5. CONDUCT WITHIN THE BAG HALL AREAS

5.1. General Conduct

The designated walkways and plinths should always be kept clear from obstruction and allow safe access for pedestrians

Roadways should be kept clear of parked vehicles and equipment at all times.

All staff should ensure that working areas are kept clean and maintain good housekeeping standards.

All baggage areas have been designated as ‘No Smoking Areas’. Failure to comply should be treated by employers as a disciplinary offence. Offenders will be subject to fines under the Airside Infringement Scheme (ASI13)

All staff should carry out their work in a safe manner and comply with all safety legislation in addition to the local rules and regulations for baggage and associated areas.

All staff should immediately inform Airside Security (3333) of any unauthorised persons or suspect packages they see in the area.

All staff should immediately inform the Airfield Duty Manager (3331) concerning the misuse of facility equipment.



Service providers are responsible for the supervision of all inbound items whilst ensuring they do not block or fall off inbound carousels.

All oversized inbound items should be carried through to the passenger arrivals hall and not placed on carousels to avoid potential damage e.g. skis, wheelchairs and bicycles.

5.2. Mandatory wearing of High Visibility garments

Manchester Airport requires all persons entering the baggage areas including escorted visitors to wear a Hi-Visibility Garment. This includes access to a workplace within or via the baggage areas, which includes leaving the workplace at the end of a shift or visit.

It is not acceptable for a person to be escorted around or through the Baggage Areas without a Hi–Visibility Garment.

All Hi-Vis garments must be clear and fully fastened, zipped and secure at all times.

Any staff member not wearing Hi-Visibility clothing will be escorted out of the baggage areas and will be subject to fines under the Airside Infringement Scheme (ASI13).

6. HEALTH AND SAFETY WITHIN THE BAGGAGE AREAS

It is the individual employers duty to ensure that staff are aware of the Emergency andEvacuation Procedures for the baggage areas and to familiarise their staff with theEmergency Telephone Number which is 2222 if using an internal telephone.

If using a M.A. company mobile phone dial 747 2222 or for a personal mobile phone dial0161 489 2222.

Walking between parked trailers or vehicles is not permitted.

Staff should always use designated walkways and plinths provided.

The use of personal entertainment equipment is not permitted when working in baggageareas.

All baggage areas have been designated as 'No Smoking Areas' Offenders will be subjectto the Airfield Infringement Scheme (ASI13).

Accumulation of rubbish and general debris has the potential to pose a fire risk, and mustbe reported by contacting Flow Control on ext 3826/6128.

All staff working in the baggage areas should ensure they are familiar with the fire andnon-fire evacuation procedures for their area.

All staff working in the baggage areas should be aware that they are work areas andshould not be treated as a substitute for rest or dining facilities. Items such as kettles,toasters, and microwaves are not permitted within the baggage areas.

Sitting on carousels, baggage chutes and trailers is not permitted.

Only authorised persons are permitted to manually operate roller shutter doors.

Staff on foot must use pedestrian entrance/exits only and not walk underneath roller shutter

doors.



7. AIRSIDE DRIVING, VEHICLE & EQUIPMENT STANDARDS (Ref ASI 32)

7.1. Driving in the Baggage Areas (Ref ASI 31)

Never exceed the seating capacity for passengers within the vehicles. No seat no ride.

Diesel and petrol vehicles are not permitted in the baggage areas.

The one-way road system should be adhered to at all times.

Reversing is not allowed except when necessary to connect up to trailers etc.

The maximum speed limit within the baggage areas is 5 MPH – i.e, walking pace

Vehicles and/or equipment should not be parked in hatched areas or in a manner that will cause obstruction to other users of the baggage areas.

Vehicles should never be used to push or shunt other vehicles or equipment.

Staff must not ride on vehicles in any other place other than inside the cab

When driving or traveling within a vehicle, always ensure that all parts of the body are within the vehicle cab.

The baggage areas must not be used as a short cut/access route.

Sheets or curtains on trucks, or doors on containers, should be secured when being towed to minimize potential for accidents.

Always check behind before towing trucks or trailers to ensure everyone is clear.

Only persons in possession of a current and relevant Driving Permit should be permitted to drive vehicles within the Baggage Areas.

It is not permitted to drive or use equipment that has been ‘Red Tagged’. (A red tag indicates a defect).

Personal entertainment equipment may not be used whilst driving within the Baggage Areas {e.g.Mp3 players, such as Ipods}.

Mobile phone and hand held radios, which are considered essential equipment apart from emergency, should not be used unless stationary.

All handling agents are required to have a suitable and sufficient risk assessment for the

carriage of items on the back of EBT’s which considers the following:

suitability of the EBT in accordance with manufacturers specifications for the carriage

of items,

any potential fire risk,

a potentially obstructed rear view in the absence of wing mirrors,

the maximum safe load and securing of loads.

Prior to setting off with trailed equipment all drivers are responsible for checking that all

loads are secure and all locking mechanisms or stops have been applied.

All parked/positioned trailed equipment must have their brakes applied.



Drivers must not overtake other vehicles, trailers and any other potential obstructions within

baggage vehicle movement lanes. Drivers must wait until all personnel are clear of such lanes

and parked equipment areas prior to continuing.

7.2. Towing Limits and Information

The maximum number of trailers or trucks that may be towed within the baggage areas is 3(Three)- Empty or Loaded.

Only baggage trucks or LD type trailers can be towed into or within the baggage areas.

Fox trailers are permitted under special circumstances only. e.g. for the transport of skis and special loads.

The towing of freight or tow bars is not allowed within the baggage areas.

The towing of weldworks is not permitted into or within the baggage areas unless by prior arrangement with Flow Control and under additional supervision.


ASI 13- Safety Infringements



1. AUTHORITY

The authority to impose a strict airfield safety regime is derived from the Air Navigation

Order, the Health and Safety at Work Act, the Manchester Airport Bylaws and CAP 642,

Airfield Safety Management.

Manchester Airport (MA) employees can issue a financial penalty for any acts deemed to

be unsafe, or cause risk to aircraft and its passengers.

2. PRINCIPLES

• Any fine imposed will be issued against the employee’s employer and not the

individual involved in the infringement.

• Ignorance of rules is not an acceptable excuse.

• Any financial penalties will normally be directed at an airline or their nominated

handling agent with the expectation that they would wish to be aware of all violations

associated with their turnround, and that they will recover the costs from their

contracted companies.

• For individual infringements, Manchester Airport (MA) may recommend a fixed

financial penalty. Additionally, a period of further training at the employer’s expense

may also be imposed.

• Questions arising from individual infringements should be addressed to the Airfield

Duty Manager on ext 3331.

• All grievances will be dealt with through the appeals process.

• Details of the AOR will be recorded on the Airfield Incident and Infringement database

within 24 hours of the AOR being issued. An automatic email will then be generated

to the company contact informing them of the AOR details. If the company has not

replied within the 21-day period of the AOR being issued a reminder will be generated

every 2 weeks by email using the same electronic process for a period of 2 months. If

a response is not received within 2 months, the Airfield Operations Administrator will

then address individual cases.

3. THOSE INVOLVED

This policy applies to MAG employees, airlines, handling agents, and all other airfield

companies, including contractors, delivery companies, and to any individual temporarily

cleared to proceed onto the airfield.

4. ENDORSEMENT

The principle of dealing with airfield infringements by means of a penalty scheme was

approved at the Apron Safety Committee on the 18 October 1999 and 24 January

2000.



5. AREAS COVERED

The airfield in its entirety is covered under the Safety Infringement Policy, including the

baggage halls which, have recently been encompassed under Airfield Operations.

Examples of instances where infringements may be raised are highlighted below:

• Statutory duty requirements (i.e. Health and Safety at Work Act 1974, the

Management of Health and Safety at Work Regulations 1992 (Regulation 3) The

Provision and Use of Workplace Equipment Regulations (PUWER).

• Blocked aircraft stands

• Blocked roads, clearways and walkways

• Abandoned equipment

• Failure to keep clean licensed and tenanted areas

• Driving offences and poor driving standards

• Operating unserviceable vehicles and equipment

• Spillages

• Evidence of poor company training standards

• Failure to wear personal protective clothing and equipment

• Unnecessary marshalling of aircraft

• Pedestrian safety

• Smoking in prohibited areas

• Parking violations (vehicles and equipment)

• Airbridge driving offences

The method of handling of the above malpractices, infringements and spillages, is

covered in Appendix A.

6. PARAMETERS

The method of handling infringements is based upon past experience at Manchester, the

need for a deterrent to poor practice, and to have a system, which is fair, robust, and

practical, but one that provides a positive outcome in the provision of funding for Airfield

Safety Initiatives.

7. APPEALS

The MA Safety Performance Committee will be the forum for the appeals process. The

minimum number of representatives will be 4 including the chairperson Operational Risk

& Assurance Manager or Airfield Operations Manager or deputy.

Any appeal must be notified in writing to the [email protected] within 7

days of the penalty being issued. Failure to do so will forfeit the right of appeal. Appeals

will be heard at the next meeting of the Safety Performance Committee. The decision of

the Safety Performance Committee is final. A response will be sent at the earliest

opportunity.



8. DISPOSAL OF FINES

Money accrued from infringement fines will be held by MAG in a separate account, for

the purpose of enhancing airfield safety.

Manchester Airports Finance Department and Legal Department using existing procedures

will recover unpaid fines from companies.

9. APRON SAFETY INITIATIVES AND ENHANCEMENTS

Suggestions for Apron Safety enhancements should be made to the Operational Risk &

Assurance Manager for inclusion in the agenda for the next Airfield Safety Strategy Group

meeting. Manchester Airport encourages all employees working on the airfield to take the

initiative and put forward suggestions.

10. SCHEDULE & HANDLING OF INFRINGEMENTS

10.1 FOD

Manchester Airport will make every effort to identify the owner or organisation responsible

for the FOD when considering levying a £100 fine.

In the event of MA personnel having to remove FOD posing an immediate threat to

aircraft safety, then a £100 fine will be levied against the Company responsible.

Airlines are ultimately responsible for activities associated with an aircraft turnround. FOD

left on airbridges or stands, which cannot be identified, will be considered the

responsibility of the airline last occupying that stand and a £100 fine will be levied

against them.

10.2 Failure to Clean Leased or Tenanted Area

When Manchester Airport identifies an airfield-cleaning requirement within a leased or

tenanted area the Company concerned will be notified and a cleaning deadline agreed.

Failure to meet the deadline will result in a £50 fine. If, on safety grounds, Manchester

Airport has to effect the cleaning then a fine of £50 and any associated costs in cleaning

the area will be levied.

10.3 Driving Offences and Poor Driving Standards

Example infringements are listed in Appendix A.

Where an infringement is deemed to be a cause or threat leading to a serious injury,

caused or threatened aircraft damage, then the driver must be stopped from airfield

driving. A Manchester Airport official and a manager or supervisor from the company

concerned should be summoned to attend. The driver’s Airfield Driving Permit will

normally be confiscated pending an investigation. This action is taken not as a punitive

measure but to preserve the welfare and well-being of those involved in the incident.

Where drink or drugs are suspected or where the driver threatens violence, then he or she

will be escorted landside and their Security Pass will be confiscated. Further action will be

agreed with the Company concerned.

MA will maintain statistics on airfield apron incidents and make information available

through the monthly Airfield Safety Management Report.



Airfield Operations will regularly police the speed of vehicles. The employers of any driver

caught speeding will be subject to a £50 on the first two occasions within any six-month

period. However, if a driver is found to be speeding for a third time in the same period,

he/she will be suspended from driving for 7 days. The driving license will not be returned

until a written formal company response has been received by Airfield Operations.

10.4 Operating Unserviceable Vehicles and Equipment

The owner of any vehicle or equipment that is issued with a prohibition or improvement

notice will automatically receive a £50 fine.

10.5 Spillages

MA expects a proactive approach to good working practices that encourage all spillages

to be reported to LCC ext. 3776.

All companies are to ensure that the spillage is kept to a minimum and contained.

In the event of a spillage not being reported the airline last occupying the stand will be

held responsible and a £50 fine levied against them.

Airfield Operations will investigate spillages from equipment or an aircraft and if found

negligent then the Company responsible will be levied a £50 fine.

Any costs associated with the clean up operation will be charged separately and is

outside of the Airfield Infringement Scheme.

10.6 Evidence of Poor Company Training Standards

When, through investigation, MA suspects the airfield infringements are caused by poor

Company training standards, MA will require that the individuals concerned undergo

further training. If MA has to undertake the training then an appropriate charge will be

levied plus any other associated costs. In the event of audits being undertaken and there

is evidence that training has not been completed in response to an airfield incident or

infringement, a £50 fine will be levied against that company.

10.7 Failure to Wear Protective Clothing/Equipment

Any employee found on the apron, not wearing high visibility clothing (hi-vis) will incur a

£50 fine which will be payable by their employer.

Exceptions will apply to VIP events or PR promotions etc., which will be permitted under

controlled conditions. However, a £50 fine will be levied against the organisers of such

occasions if the controlled procedures agreed with Airfield Operations are not adhered

to.

NB - The requirement to wear hi-vis on the apron at Manchester Airport is mandatory.

The fact that the non-use of ‘other items of personal protective equipment’ is not covered

by the infringement scheme in no way indicates that Manchester Airport supports the view

that it is acceptable to not use personal protective equipment.

Additionally, it does not give employers and employees license to default on their legal

responsibilities for the provision and use of appropriate PPE under UK health and safety

legislation.



10.8 Marshalling of Aircraft

A £50 fine will be levied against any company whose employee marshals an aircraft onto

stand whether from ground level or an airbridge. Marshalling is the sole responsibility of

MA Airfield Safety & Compliance Officers. The exception to this will be the Signature

Flight Support Apron.

10.9 Pedestrian Safety

A problem exists with employees walking across stands and on occasions, taxiways. When

starting or on completion of a shift employees should walk at the edges of the terminals

or piers to reach the next appropriate exit off the airfield.

Employees who walk across stands or taxiways in breach of the above will incur a £50

fine against their company.

10.10 Escorting of Passengers

Passengers whilst on the apron walking between the aircraft and terminal must be

escorted. Every effort must be made to protect passengers from vehicles, walking under

aircraft wings, beneath fuel vents, propellers, engines and aircraft under-carriage. The

handling agent should employ sufficient personnel or airline to ensure this is achieved.

In the event of the above not being complied with the Handling Agent and/or Airline will

be levied a £50 fine.

10.11 Smoking in Prohibited Areas

Smoking is not permitted airside unless in the designated areas provided.

Electronic Smoking Devices

Manchester Airport recognises that employees may choose to use Electronic Smoking

Devices; Airside areas that are defined as strictly no-smoking areas will also apply to

Electronic Smoking Devices.

This is to avoid risks, from the use of Electronic Smoking Devices, being mistaken for

actual smoking products and leading to the belief that smoking is permitted in areas

where it is banned under current smoking legislation.

Any employee found smoking or using an Electronic Smoking Device in an airside

prohibited area will be subject to Manchester Airports Safety Infringement scheme and

could incur a £100 fine.



APPENDIX A

Examples of Driving Infringements:

• Driving a vehicle with excess passenger numbers

• Driving dangerously

• Driving without due care and attention or without reasonable care for others

• Driving whilst drunk or under the influence of drink, drugs, or intoxicating substances

• Speeding

• Ignoring road signs

• Causing an obstruction

• Failure to set the hand brake

• Using a vehicle, which fails to comply with braking, lighting, steering, or electrical and

exhaust requirements

• Using a defective trailer

• Insecure load

• Failure to give way to an aircraft

• Incursion on to the taxiway

• Reversing on stand towards an aircraft, without a banksman

• Using aircraft aprons as a road

• Unnecessary crossing of stands

• Blocking fuel vehicle exit route

• Illegal vehicle unattended with engine running

• Leaving vehicle unattended with engine running

• Leaving removable ignition keys in an unattended vehicle (and not on stand for turn-

round purposes)

• Failure to display driving lights or obstruction lights

• Vehicle and equipment defects.

• Leaking oil or water

• Broken windows

• Broken or missing rear-view mirrors

• External damage, which could cause injury

• Defective windscreen wipers and washers

• Defective exhaust system

• Tyres fail to meet DOT construction and use standard

• Broken or defective guard rails

• Broken or defective support jacks

• Broken or defective lighting

• Defective hand brake

• Doors do not close properly

• Defective towing mechanism

• Defective load restraint mechanism

• Defective indicators

• Defective horn

• No registration plates or vehicle equipment fleet identification

• Using a mobile phone whilst driving

NB - This list is not exhaustive


ASI 14- Aeronautical Weather Information

ASI 14- Aeronautical Weather Information


1. WEATHER OBSERVATIONS

Weather observations (METARS) at Manchester Airport are made by competent NATS ATC

staff in compliance with standard UK Met Office Procedures and audited by the Met office.

2. RESPONSIBILITIES

NATS are responsible for:

• The provision of Met Observations using the ‘Semi-Automated Met. Observing System

(SAMOS)

• Submitting METARS to the Met. Office at H+20 and H+50 for inclusion in broadcasts

including the Volmet service

• Ensuring that the ATIS (Dep & Arr) is broadcasting current information

The ADM is responsible for:

• Monitoring actual and forecast weather conditions

• Ensuring that accurate runway surface state reports are promulgated to the relevant

ATC Air Controller via RTF

• Initiating the Airport response to Adverse weather

3. WEATHER FORECASTS

3.1 ATC

ATC provides the following information:

• METARS

• TAFS

• Low Level Weather

• Airmets

• Sigmets

• Spot Winds

4. WEATHER WARNINGS

ATC and Airfield Operations receive all standard Aviation Weather Warnings from the MET

Office directly.

4.1 Distribution of airfield weather warnings

The ADM is responsible for the distribution of all Thunderstorm, Strong Wind and Gale,

Snow, Ice, Fog and Frost warnings amongst the wider airport community. Airfield weather

warnings will be promulgated to subscribers of the ‘Weather Group’ by SMS text message.

Warnings will also be displayed on the message bar of the airport CHROMA FUSION

system. See also ASI 16 and ASI 17.

5. WIND SHEAR

Wind shear reports will be disseminated by ATC according to the procedures in MATS,

Pt.2.


ASI 15- Low Visibility Procedures



1. SCOPE

1.1 States

LVP AlertWhen the visibility and cloud ceiling is deteriorating and the IRVR is likely to fall to800m or less and/or the cloud ceiling is likely to fall to 300ft; ATC will Inform the ADMwho will initiate LVP Alert as per the actions detailed in paragraph 2.4.2, and oncecomplete, will advise ATC that the airfield is in LVP Alert.

Low Visibility Procedures (LVP)Each LVP state requires specific actions to be taken. ‘LVP Alert’ initiates these actionswhilst LVP cloud and LVP visibility introduce increased requirements. As a generalprinciple, LVPs for most personnel remain the same regardless of the exact state.However the action of ATC and MA Airfield Operations personnel is governed by theprecise state.

LVP Alert – IRVR 800m or less and/or cloud ceiling of 300ft or less LVP Cloud – IRVR 600m or more and/or cloud ceiling of 200ft or less LVP Visibility – IRVR 599m or less

2. IMPLICATIONS OF LVPS

2.1 Equipment

2.1.1 Instrument Landing System

In order to provide the requisite additional protection for the ILS signals, the Localiser Sensitive Area (LSA) is activated. The LSA extends 137m either side of the runway centre line commencing at the ILS Localiser and extending the full length of the runway.

The LSA must be clear of aircraft, vehicles and other objects whilst landing traffic is within 4nm of touchdown. In order to achieve the latter requirement, the Category ll/lll holding points are the closest point to the runway at which aircraft and vehicles can be held. Additionally, certain routes will be closed to aircraft/vehicles. The process of protecting the LSA from unauthorised entry is known as ‘LVP ALERT’.

2.1.2 Instrumented RVR

This is a requirement for operations in CAT ll/lll conditions.

2.1.3 Lighting

Approach and runway lighting appropriate to the conditions must be provided for all operations including during LVPs. The following lighting is particularly important when operating during LVPs and assists both pilots and drivers to know where they are in relation to the runway and LSA.



2.1.3.1. Stopbars

There are two types of stopbar in use. Each one having its own unique alphanumeric or designator: Runway Taxiway Holding Point (RTHP)

o Lit stopbars located at the outer edge of the LSA. These stopbars are in use H24 and provided to protect the LSA and against runway incursion. They provide a ‘ring of red’ around the runway and LSA.

Intermediate Taxiway Holding Point (ITHP) o Lit stopbars are also provided at intermediate taxiway holding points (ITHP).

In IRVR 200 meters or less these stopbars are used to operate the ‘block to block’ system in which only one aircraft or vehicle is permitted ‘within a block’ at any one time.

2.1.3.2. Runway Guard Lights (Wig-Wags)

Runway Holding point stopbars are supplemented by Wig-Wags (amber flashing lights). Intermediate stopbars do not have wig-wags.

2.1.3.3. Taxiway Centre Line and follow-me requirements

This lighting is normally green. However the section between the runway holding point and its termination on the runway centreline is alternately green and amber lighting. This indicates to pilots and vehicle drivers when they are within and when they are clear of the LSA. During periods of Low Visibility Procedure, a follow-me vehicle will be provided over all unlit portions of Manoeuvring Area. All links leading on/off the runway have amber/green colour coded lighting.

2.1.3.4. Runway Centreline

This is white but colour coded towards the end of the runway. At 900m from the end, the lighting becomes alternate white/red and in the final 300m become red.

2.1.4. Surface Movement Radars (SMR)

During Low Visibility, the SMR assumes particular importance in that it becomes the eyes of the controller enabling ATC to see aircraft and vehicles moving on the manoeuvring area. Drivers shall operate to the left of taxiway centrelines to avoid oncoming traffic, however to assist ATC with SMR monitoring, vehicle drivers shall aim to drive as close to taxiway centrelines as practically possible.

2.1.5 Aircraft Parking / Docking Guidance

When IRVR is 600 meters or less (LVP Vis) Safedock AVDGS may be withdrawn from use at the discretion of the ADM and all aircraft are to be marshalled onto stand. The ADM will place an advisory message to this effect on ATIS and CHROMA.



2.2. Power Supplies

It is essential that there is a continuous power supply whilst aircraft are operating during LVPs. In practice this means that in the event of a power failure, the standby system must be available immediately (within one second), however standby generators cannot meet this requirement.

Therefore during LVPs it is practice to use the standby generators and use the ‘mains’ supply as the standby facility. This changeover, if required, can meet the time criteria. In the event that standby generators fail and power switches to the mains supply, operations should be drawn to a close until such time as a suitable secondary power supply which can achieve a one second changeover is restored.

2.3. RUNWAYS

Runway 05L/23R is the better equipped runway in terms of ILS and lighting requirements and therefore MA will revert to single runway Operations with the onset of an ‘LVP Vis’ state. However in an ‘LVP Cloud’ state, departures from runway 23L will be permitted. When operating in an easterly direction (05), the onset of any LVP state will require single runway operations on runway 05L.

2.3.1. Aircraft Movement Restrictions - LVP Vis State

Runway 05L – Aircraft are to enter at Taxiway-Links AF, AG and A only as directedby ATC. Aircraft are to vacate via either lit Taxiway-Links M, J or H.

Runway 23R – Aircraft are to enter at Taxiway-Links M and J only as directed by ATC.Aircraft are to vacate via either lit Rapid Exit Taxiways (RET) BD, AE, or Taxiway-LinkAG or A.

2.3.2. Aircraft Movement Restrictions - LVP Cloud State

Runway 05L Departures – Aircraft are to enter at Taxiway-Links AF, AG and A only asdirected by ATC.

Runway 23R Departures – Aircraft are to enter at Taxiway-Links M and J only asdirected by ATC.

Runway 23L Departures - As per normal operations Landing aircraft may vacate at any available exit

2.3.3. Movement Rates

Due to the above requirement to keep the LSA clear during aircraft landings, together with the reduced visibility from the ATC Visual Control Room, it is inevitable that there will be a significant reduction in aircraft movement. Typically the expected movement rate will be around 24 per hour but could be less than this in poor visibility conditions.

ATC will also experience increased difficulty in the expeditious movement of vehicular traffic.



2.4. Responsibilities and Procedures

A significant number of personnel are involved in a range of actions which must be completed before the LSA can be deemed protected, prior to the LVP Alert status being applied. The various actions are listed below.

The ‘chain of command’ is important here and those responsible for cascading information and those personnel to whom specific actions are delegated must report back when actions are completed thereby ultimately enabling the ADM to be assured that the airfield is capable of LVP operations.

The ADM is then in a position to assure the ATC Watch Manager that all arrangements are in place and CAT II/ lll approaches may then commence.

2.4.1. ATC Watch Manager

The ATC Watch Manager is responsible for: a) Notifying the ADM when LVP Alert actions are requiredb) Informing the ADM when the LVP state changesc) Selecting the appropriate AGL setting on the AGL panel for LVPs.d) Determining and communicating appropriate aircraft flow rates to the ADM.e) Operating a ‘block to block’ system on the manoeuvring area when the IRVR falls

below 200mf) Terminating LVPsg) Notifying the ADM when all LVPs are cancelledh) Operating in accordance with the MATS Part ll LVPsi) Communicating LVPs via ATIS.

NB - Communication with the ADM may be via telephone or Channel 1. NB - NATS will incorporate these MA requirements into their ATC specific MATS Part ll document.

2.4.2. Airfield Duty Manager

When informed by ATC that LVP Alert action is required, the ADM is responsible for taking the following actions:

a) Completing the LVP Supplementary Action List.b) Removing all contractors from the manoeuvring area (unless specific procedures have

been agreed between MA and the Contractor enabling continuation of work in asecure area).

c) Securing all access and crash gates (except west and north gates), with assistancefrom Airside Security.

d) Closing the gates across Perimeter Road at B1C sub-station.e) Closing the gates across the Perimeter Road.f) Activate LVP Signage at:

Airside Operations Centre STD 61R Head of Stand South Side Fire Station (via RFFS Watchroom).

g) During LVP Vis provide a ‘Follow Me’ for the areas below: Light Aircraft TATON General Aviation Apron (Signature Flight Support)



STDs 100/101 Taxiways Papa and Quebec Charlie 2 to Delta 3 (‘follow’ me available if required) Delta to Romeo radius (‘follow me’ available if required) Any temporarily diverted taxiway centrelines without lighting provision.

h) Notifying the ESTM or when conditions determine that two personnel are required in vehicles operating on the manoeuvring area (i.e. LVP VIS).

i) Ensuring Airside Security Team Managers have activated LVP signage at the Western Maintenance Area and Service Yard Pedestrian access routes T1, T2 & T3.

2.4.3. Airside Drivers

When informed by the ADM that LVP procedures are in force, ALL Vehicle Drivers are responsible for: a) Restricting manoeuvring area movements to those which are essential for the safe

operation of the airport. Line Supervisors/Manager (and in the final analysis the ADM) will determine whether or not vehicle movements are deemed necessary.

b) When in doubt about LVPs or whether they remain in force check with the ADM, and not ATC.

c) NOT crossing illuminated RED stopbars. d) Ensure two Manchester Airport R permits are present when essential access to the

runway is required whenever LVP is in force. With the exception of MAN RFFS responding to an emergency.

e) Ensure all free ranging drivers drive on the left-hand side of the taxiway centreline to avoid an oncoming collision with another free ranging vehicle.

f) Airfield Operations callsigns undertaking essential full length inspections of Runways 05L and 23R during LVP Vis State are to vacate via Taxiway-Links J and A respectively under ATC instruction.

g) Exercise particular care at uncontrolled taxiway crossing points. h) Ensure all free ranging drivers drive on the left-hand side of taxiway centreline to

avoid an oncoming collision with another free ranging vehicle. i) Compliance with Free Ranging restrictions in accordance with the table below. j) Reporting any unserviceability of equipment, signs or lighting to the ADM without

delay.

State Normal Operations

LVP (Alert) LVP (Cloud) LVP (Visibility)

Weather minima

IRVR >800m, and Cloud ceiling >300 feet

IRVR ≤800m and/or Cloud ceiling ≤300 feet

IRVR ≥600m and Cloud ceiling ≤200 feet

IRVR ≤599m

Runway Ops

Easterly – Dual Westerly - Dual

Easterly – Dual Westerly - Dual

Easterly – Single Westerly - Dual

Easterly – Single Westerly – Single *Residual Westerly departures permitted in dual.



Driving privileges

Free-ranging permitted

Free ranging is restricted. Point-to-Point clearances only.

Exception: Free Ranging permitted for OPS/SCARECROW/ RANGER/LEADER/MAN RFFS when responding to an emergency.

2.4.4. RFFS

After a dynamic risk assessment and consultation with ATC and the ADM, the RFFS may request to relocate North RFFS crews from the North Fire Station forecourt to a more forward holding point on the airfield, in order to reduce RFFS response times.

2.5. Equipment Failures

2.5.1. SMR

In the event of an SMR failure, the ‘LVP Cloud’ state is not permitted, in the event minima meets the requirements for LVP Cloud, LVP Vis procedure will be adopted.

2.5.2. Aerodrome Lighting

In the event of any lighting unserviceability or deficiency, the ADM is to be informed immediately. The ADM is responsible for: Informing/ensuring that LCC (Live Communications Centre) is aware of the problem. Contacting the ESTM to ascertain the exact nature of the lighting deficiency. Informing the ATC Watch Manager of the deficiency, agreeing the implication for

aircraft operations and determining what actions are to be taken. Taking necessary actions to enable continued operation of the aerodrome in the

prevailing conditions. Promulgating any operational changes without delay via RTF, (ATC), ATIS and

NOTAM.


ASI 16- Thunderstorms

ASI 16- Thunderstorms


1. OBJECTIVE

To set out the procedures to be followed in the event of Thunderstorm activity.

2. WEATHER INFORMATION AND READINESS

The Airfield Duty Manager maintains a general awareness of weather prospects by

monitoring the prevailing weather Forecasts.

The MET Office will issue a Thunderstorm Warning directly to the ADM when forecast

weather conditions present a significant risk of thunderstorm activity in the vicinity of

Manchester Airport. Such warnings may be valid for up to 24 hours although may give

little notice of the arrival of storms. The ADM will issue a warning to the airport

community if thunderstorm conditions are apparent in the vicinity of the airport even if

no warning has been issued by the MET Office.

The ADM will promulgate the Thunderstorm Warning via SMS, and the same warning

will appear on the message bar of CHROMA FUSION. The Emergency Planning &

Resilience Manager is responsible for keeping an up to date list of recipients.

Thunderstorms represent a hazard to airport operations due to the potential for:

• Lightning bolts striking aircraft, vehicles, buildings or persons

• Very heavy rain or hail

• Poor visibility

• Strong gusting winds

• Wind shear

• Airframe and engine icing

• Interference with radio transmissions and compasses

• Electrical outages

3. PREVENTATIVE ACTIONS BY AIRPORT STAFF

Owing to the potential hazards prevalent during thunderstorms, certain preventative

measures should be taken.

Of particular note is that handling agents will avoid the use headsets during pushback.

Essentially this means that ATC will avoid issuing non-standard pushbacks when

Thunderstorm Warnings are in force. The ADM will notify the ATC WM when a

thunderstorm warning has been issued to the airport community.

Strong/Squally Winds - Measures the same as those outlined in ASI 17, which should

be adopted.

All companies operating airside should regularly review the risks arising from

thunderstorm activity on their operations and ensure that policies, risk assessments are

documented procedures are in place. These should be made available to MA upon

request.


ASI 17- Strong Wind & Gale Plan



1. DEFINITION OF WIND CONDITIONS

Strong Wind - Mean speed 24+ kts Gale Force Wind - Mean speed 34+ kts Severe Gale Force Wind - Mean speed 44+ kts Storm Force Wind - Mean speed 52+ kts Violent Storm Force Wind - Mean speed 60+ kts

2. NOTIFICATION

The MET Office issue Strong Wind and Gale Warnings direct to the ADM.

3. RESPONSE ACTIONS

The ADM is responsible for: Implementing the 'internal' notification procedure by issuing an SMS Call Informer

Message of all gale and strong wind warnings to key airside users on the controlleddistribution list maintained Technical Administrator, Operations and EmergencyPlanning Manager The same warning will appear on the message bar of CHROMAFUSION.

Instigating inspections to ensure that the possibility of FOD blowing on the movementareas is minimised

Instigating inspections to ensure that apron equipment is secured and parkedappropriately in order to minimise the possibility of such equipment blowing on topersons, aircraft or vehicles

Ensuring that any construction contractors in landside and airside areas takeappropriate action to secure equipment and materials, as well as lowering cranes etcwhen appropriate

Instigating inspections to ensure aircraft are adequately chocked and/or tied down toprevent weathercocking. Particular attention should be paid to aircraft parked inexposed parts of the airfield, i.e. TATON and head of pier stands.

Ensuring service partners are made aware of warnings via a brief from the ASCOteam.

Handling Agents and other ramp staff are responsible for: ULD's to be checked to ensure they are correctly racked with stops' raised. Stowing

ULD's on Weldwork Trailers will not normally be acceptable. Where possible towingEMPTY ULD containers should be avoided during strong winds

Where ULD’s cannot be stored on the airfield racking system, rope should beobtained from Airfield Operations, and ULD’s secured together in a designated placeidentified by the Airfield Duty Manager.

Steps must be fully lowered and, where possible, turned into wind with stabilisersdown and brakes ON

Ensuring that all covers on trucks and trailers are lashed down Ensuring that parked steps have stabilisers down and brakes on Check that all equipment is correctly parked in designated equipment parking areas

and secured Removing any items of litter or debris that are likely to constitute a FOD Hazard to

aircraft.



Aircraft Engineers are responsible for: Ensuring aircraft are fully chocked and the parking brake reset at regular intervals in

accordance with company and aircraft manufacturer requirements.

The ESTM is responsible for: Ensuring that, should the warning also include the possibility of severe rain/flooding,

the impact upon water, power, gas supply services and effluent disposal is assessedand likely implications passed to the TDM & ADM.

The ADE is responsible for: Ensuring that, should the warning also include the possibility of severe rain/flooding,

the impact upon water, power, gas supply services and effluent disposal is assessedand likely implications passed to the TDM & ADM.

Airfield Control is responsible for: Informing ACC – Assets Call Centre on on 3776 requesting and ensuring that all out

of use airbridges are retracted, lowered to their lower limits and parked correctly withshutters down and doors closed. Follow-up inspections will be undertaken by AirfieldOperations personnel.

4. NON-STANDARD PARKING OF AIRCRAFT

Parked aircraft may sustain damage to control surfaces or may risk ground-swinging ('weathercocking') in strong wind conditions. It will be for airlines and aircraft engineers to determine whether it is desirable to park any particular aircraft facing into the prevailing wind. When this is the case the relevant operator must contact MA Airfield Control on ext. 3695 and make this request. Aircraft must not be re-positioned without approval from the Airfield Duty Manager.

The ADM will consider the practicality of non-standard parking and will consult with Airfield Control should any possibility of impact on taxiway strips and adjacent stands be suspected.

Permission to park non-standard will be given by the ADM. If necessary, the ADM will discuss requirements with the operator’s representative. Aircraft will not normally be allowed to park non-standard under their own power but will require to be re-positioned by a tug after arrival and disembarkation. Likewise, aircraft parked non-standard into wind will not normally be permitted to self-manoeuvre off stand due to the hazards posed by jet blast, particularly on pier-served/contact stands.


ASI 18- Aircraft Pushback Procedures



1. GENERIC CONDITIONS AND PROCEDURES

The following conditions apply to all pushbacks: Manchester Airport ‘M’ driver permit must be valid prior to any aircraft pushback. Pilots must inform Air Traffic Control (ATC) if they do not have communication with

the Pushback Crew. In cases where communication does not exist, a non-standardpushback will not be issued.

Ground crew to confirm with Flight Deck that the aircraft and pushback crew arefully ready to complete a safe procedure, prior to the pushback request.

When a pushback instruction includes a Tug Release Point (TRP) marked on theground. Jet aircraft must ALWAYS be on the taxiway centreline and released at therelevant TRP unless instructed otherwise by ATC.

All tugs should be equipped with a serviceable, switched on, CTCSS Capable baseradio and an up-to-date copy of the latest pushback procedures which includes thecurrent Manoeuvring Area Map.

Propeller aircraft are subject to special consideration, and as such, are not to betowed forward, with the exception of Flybe Q400 aircraft and their contractedhandling agent.

Any information given as part of the pushback instruction that relates to the directionin which an aircraft must be facing (for example "facing west gate security") isapplicable to the aircraft, not the pushback tug.

Any information given as part of the ATC pushback instruction that relates to theposition of an aircraft relative to a stopbar (for example 'behind stopbar Juliet 4') isapplicable to the aircraft and the pushback tug.

Any information given as part of the pushback instruction that relates to the positionof an aircraft relative to a tug release point is applicable to the nose wheel of theaircraft only.

The procedures provided herewith cover all designated stands, including subsidiaryLeft and Right centrelines.

Positive confirmation must be made between the aircraft commander, headsetoperative and pushback tug driver as to any specific details of a non-standardpushback instruction prior to commencing the push.

No change to the pushback clearance will be made by ATC once the pushback hascommenced.

The tug driver must monitor the Ground frequency to ensure pushback clearance hasbeen given by ATC, and that the instructions have been relayed correctly by the pilot.

Any changes to the Manchester Airport standard pushback procedures will be notifiedon Chroma Fusion information bar.

If there is a rear of stand road, the red illuminated wands must be in use to indicateto airside drivers that a pushback is occurring. This should be done using the IATAstandard signal at all times.



2. HEAD SETS

Mandatory for ALL pushbacks.

Exceptions:

Not to be used during thunderstorm warnings, as notified on Chroma Fusion information bar.Pushback may continue if head set becomes unserviceable after pushback request, ATC must be advised. Standard IATA hand signals must also be used.

3. CROSS BLEED STARTS

Cross-bleed starts must not be carried out on stands due to excessive noise and jet blast hazard. Cross bleed starts may only be carried out on a suitable taxiway or taxilane, and then only with the express permission of the ADM. For all cross bleed starts, ATC must consult the Airfield Duty Manager on telephone number +44 (0)161 489 3331 for approval.

4. STAND-SPECIFIC PROCEDURES

Stand-specific pushback procedures are published by MA Operations in the form of a table showing the stand and the specific manoeuvre to be followed for that stand, with variations according to jet or prop aircraft type where applicable.

These specific procedures comply with the generic rules given elsewhere in this Instruction. When a revised table is produced it will be promulgated electronically by email to an address list of relevant parties, and also via the MAG World site. It is essential that all organisations involved in pushbacks ensure that they are in possession of the current revision.

5. POWER-BACK MANOEUVRES

Aircraft are not permitted to reverse off stands using engine power except in unusual circumstances. When an aircraft arrives with a known unserviceability which will prevent a push-back, the Airline and/or Ground Handling Agent must advise Airfield Control in advance, and the aircraft must park ‘side on’ or ‘nose-out’ at a remote stand. Where unserviceability of the aircraft or ground equipment, unknown at the time of arrival occurs, which means that there is no other way to get the aircraft off the stand, Airfield Control and ATC must be advised well in advance so that Airfield Operations can attend and supervise the safety of the surrounding areas.

6. OPERATIONAL TOWING

It may not be recommended by aircraft manufacturers to conduct ‘operational towing’. Operational towing is described as manoeuvring an aircraft under tow (with or without tow bar) that contains passengers, cargo or fuel. Airline operators shall satisfy themselves that operational towing can be conducted on their aircraft and ensure any restrictions to undertake towing manoeuvres are communicated to the relevant ground handling agent and Manchester Airport. It remains the airline operator’s responsibility to assess the risks posed to its aircraft associated with any pushback or towing procedures.


ASI 19- Fixed Electrical Ground Power


ASI Owner Head of Asset Optimisation

1. PROCEDURES FOR USE OF FEGP

Once the aircraft is parked the ground mounted pantograph (‘crocodile’) unit may be pulled out towards the aircraft and the cable plugged into the aircraft's external supply socket. A reasonable amount of slack cable should be left between the socket and the pantograph bucket.

Certain remote stands have a unit stored below ground under a cover which 'pops-up'. Care must be taken to ensure that the cables are correctly stowed back under the cover and the cover fully retracted before the aircraft departs.

Before being able to draw power from the FEGP, the individual user will need to present their valid ID card to the proximity or swipe card reader on the control panel, which is usually located adjacent to the FEGP or on the airbridge. Once swiped the light on the card reader should flash red/green. Whilst the card reader is flashing and the unit is connected to an aircraft the individual user may operate the system by pressing the start button on the FEGP units or on the pantograph to activate the FEGP. If, however, the user has not connected the FEGP to the aircraft and activated the FEGP within approximately 5 minutes of swiping their card, then the user will have to swipe their card again to allow use of the FEGP. Once the system is activated this will assign the supply to a particular user and record the levy.

When the user has finished drawing power the FEGP needs to be de-energised by pressing the stop button on the on the FEGP units or on the pantograph (same locations as for powering up).

Should the user attempt to use the FEGP without using the swipe card first then no power will be able to be drawn. Also should any unauthorised users attempt to swipe their card then no power will be able to be drawn and the card number logged. It is imperative that when an updated ID is issued that the ID is also updated at the Permit Office to ensure access to FEGP system is maintained.

If the FEGP fails to operate it must be reported immediately to the Assets Call Centre on 3776 stating time, stand number, aircraft type and registration number along with the fault. Queries and ID authorisations are handled by:

Tony Wild Permits Controller Pass Office Telephone 0161 489 3479



2. USE OF MOBILE GROUND POWER UNITS (GPU’s)

Only if the FEGP is unserviceable or incompatible should a mobile GPU be used. Constantly running GPU’s can cause high noise levels on the apron; are an additional obstruction to free movement around a parked aircraft and, if poorly maintained, may deposit oil spillage on the stand. When the use of mobile GPU’s is necessary the following procedures are to be observed: GPU’s are to be used in a manner consistent with necessity and must be shut down

when not required Ground Power Units are to be parked so that they can be driven 'away' from a running

engine and not towards the engine Operators are to ensure, when GPU’s are in use, that the connection cable between

the GPU and the aircraft is routed, so that as far as is reasonably practicably, it doesnot present a trip hazard to persons

Operators are to ensure that the GPU’s are maintained so that they do not present asafety or environmental hazard (i.e. emissions). In addition, all associated cablingmust be adequately shielded.

3. AUXILIARY POWER UNITS (APU’s)

Aircraft APU’s generate high levels of noise and significant fumes. The noise of an APU can mask the sound of approaching vehicles.

It is the responsibility of Airlines and Aircraft Handlers to ensure that APU’s are used in a manner consistent with necessity and for the absolute minimum time necessary to meet the operational needs.

4. 28 VOLT CONVERSION UNITS

There are 23 x 28 volt conversion units placed on various stands around the apron. These units are used to convert the 400Hz ac supply to a 28Volt dc supply for smaller aircraft.

To operate these units they must first be connected to the 400Hz FEGP system, and then the FEGP is activated in the normal way. The 28 Volt connections can then be made with the aircraft and the unit started.

Upon completion the unit should then be stopped at the FEGP or pantograph, the plug withdrawn from the aircraft and the 400Hz plug withdrawn from the 28V converter.


ASI 20- Aviation Fuel Management



1. MANAGEMENT OF INSTALLATIONS

The aviation fuel installation, comprising (but not limited to) the receipt and storage facility, apron pipeline network and stand hydrants are owned and operated by Manchester Airport Storage and Handling Company (MASHCO); a consortium made up of Shell, Air BP, Q8 and World Fuels Services (WFS).

The Operation and Management of the aviation fuel installation is carried out by Exxon Mobil on behalf of MASHCO. An Operations Manager is on call H24 for the fuel storage depot and the site is also manned 24/7.

2. FUEL STORAGE, QUALITY AND DELIVERY

Details of fuel and availability at MA are found in the UK AIP. JET A-1 is stored at the Fuel Farm in tanks on the West Side of the airport. JET A-1 does not contain Fuel System Icing Inhibitor additives. AVGAS (100LL) is not available from fuel suppliers.

MASHCO are responsible for the quality of fuel supplied to the apron pipeline and hydrant network. At all times, fuel grade and quality must meet the specification fit for use in aircraft and in accordance with the requirements of the Air Navigation Order (ANO) and CAP748.

JET A-1 is delivered from the storage facility by pressurised hydrants at all pier-served terminal stands and most remote stands, from which a hydrant service vehicle may uplift the fuel to aircraft. Fuel is supplied to aircraft by various suppliers. Fuel may also be delivered to aircraft directly by tanker bowsers (although limited).

Any potential disruption to the normal supply of aviation fuel must be notified to the airport management immediately in writing by the quickest means.

3. SAFETY PRINCIPLES

The fuelling of aircraft will normally be carried out in the open air and is only to be carried out in Areas approved by the Airport Company.

Only personnel that have been suitably trained and assessed as competent may carry out aircraft fuelling.

Fuelling areas will be sited to avoid bringing fuelling equipment or aircraft fuel tank vents to within 15 metres of any building other than those parts constructed for the purpose of direct loading or unloading of aircraft.

Refuelling vehicles are not to approach aircraft until the aircraft engines have stopped and anti-collision lights have been switched off.

Refuelling vehicles should endeavour to be parked so as to enable freedom to exit the area in the event of an emergency. This is more essential for tankers.

All personnel engaged in refuelling procedures are to ensure that serviceable fire extinguishers are available.



All personnel engaged in refuelling procedures are to be aware of the method of summoning the Airport Fire Service.

Vehicles and equipment must not be parked under any part of the aircraft during refuelling, with the exception of refuelling equipment.

Replenishment of aircraft oxygen systems is not to take place when fuelling is in progress.

Refuelling should not take place when there is an electrical storm within 5km of Manchester Airport.

4. FUELLING ZONE PROCEDURES

During fuelling operations, air and fuel vapour are displaced from the aircraft tanks through vent points, which are usually situated at the aircraft wingtips. This presents a hazard of fuel vapour being ignited. For this reason, additional rules are required within an area known as the fuelling zone.

A fuelling zone is established when aircraft fuelling operations are in progress, extending at least 6 metres radially from the aircraft filling and venting points and from any part of the fuelling vehicle and equipment including hoses.

Particular requirements must be adhered to in the fuelling zone as below:

All personnel must avoid any activity involving the risk of fuel vapour ignition. Theseinclude smoking, use of naked lights, operation of electrical systems and activitycreating sparks from exposed iron or steel studs on footwear or from tools or otherequipment or vehicles.

Vehicle engines must not be left running in the fuelling zone. This includes GroundPower Units (GPU’s). Hot vehicle exhausts are a major hazard and are prohibitedinside the fuelling zone.

Non-intrinsically safe equipment, including portable electronic devices (PEDs), suchas mobile telephones, pagers, radios and any other electronic or electrically operatedequipment are prohibited. The use of ‘Flight Safe Mode’ on PED’s does not make theunit intrinsically safe. Therefore, these items are not to be used in the fuelling zone.

Only authorised persons and vehicles are permitted within the fuelling zone and thenumber of these should be kept to a minimum.

Airlines must ensure that passengers do not enter the fuelling zone whilst embarkingor disembarking passengers. Baggage and passenger reconciliation checks must becarried out away from the fuelling zone.

Aircraft Auxiliary Power Units (APU’s), which have an exhaust efflux discharging intothe fuelling zone, should, if required to be in operation during fuelling, be startedbefore filler caps are removed or fuelling connections made. APU’s must not beswitched on during any refuelling operation.

Photographic flash bulbs or electronic flash equipment must not be used within 6metres of the fuelling equipment or any filling or venting points of the aircraft.

The airline or aircraft operator should ensure that all personnel working on the insideof the cabin, hold or equipment compartment of the aircraft are made aware thatfuelling is taking place.

If the Fuelling Overseer considers that a hazard exists, refuelling should be stoppedimmediately until conditions permit resumption.


5. BONDING AND GROUNDING – AIRCRAFT AND FUELLING EQUIPMENT

It is essential that aircraft, fuelling vehicles and over-wing nozzles, where applicable, should be electrically bonded together throughout fuelling operations to ensure that no difference in electrical potential exists between the units.

Bonding is to be maintained until all hoses have been disconnected or tank filler caps replaced.

6. FUELLING WITH PASSENGERS ON BOARD

Normally, passengers should always be disembarked prior to the commencement of aircraft fuelling. Commencement of fuelling is defined as ’connection of the bonding clip.’ Completion is defined as ‘when the bonding clip has been removed’.

In circumstances where it is not possible to complete fuelling without passengers on board, airline operators of fixed wing aircraft may allow passengers to embark, disembark or remain on board during fuelling operations. Airlines are required to develop their own safety procedures in such circumstances, to manage the risks associated. Suggested guidance includes the list on the following page.

Cabin attendants, passengers and other relevant staff to be warned that fuelling willtake place and that they must not smoke, operate electrical equipment or otherpotential sources of ignition.

The aircraft’s ‘NO SMOKING’ signs to be switched on together with sufficient interiorlighting to enable emergency exits to be identified.

The ‘Fasten Seat Belts’ sign must be switched off and passengers are to be briefednot to fasten their seatbelts.

Provision should be made via at least two of the main passenger doors (or mainpassenger door plus one emergency exit when only one door is available), preferablyat opposite ends of the aircraft, for safe evacuation in the event of an emergency.Throughout the fuelling operation these doors are to be constantly manned by acabin attendant.

Designated escape doors to be on the opposite side of the aircraft to the fuellingactivity. Fuelling not to be permitted on both sides of aircraft.

Whenever an exit with an inflatable escape slide is designated to meet therequirements in the above paragraph, the ground area beneath that exit and the slidedeployment area must be kept clear of external obstructions.

Ground servicing activities and work within the aircraft, such as catering and cleaningmust be conducted in such a manner that they do not create a hazard or obstructaircraft exits.

Inside the aircraft cabin the aisles, all exit areas and exit access areas must be keptclear of obstructions.

The ability of any passenger to effect a rapid evacuation from the aircraft, mostparticularly those whose mobility is impaired, is to be taken into account.

7. FUELLING WITH ENGINES RUNNING

Refuelling with engines running is only permitted in the following circumstances: Aircraft or helicopters engaged in casualty evacuation procedures Search & Rescue Helicopters Air Ambulances



Military and other aircraft engaged in fire fighting

It is the responsibility of the fuel supplier to have a written agreement with the operator on procedures to be used by all parties during such an operation.

8. 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. Any such activity is to be risk assessed and carried out in accordance with the fuelling company’s procedures.

Under no circumstances is fuelling or de-fuelling of AVGAS to take place inside any hangar or any other building.

The Airport Fire Service is to be in attendance, positioned outside the building.

9. FUEL SPILLAGES

The procedures to be used in the event of a fuel spillage are detailed in ASI 21.

10. RESPONSIBILITIES

The aviation fuel installation managers are responsible for: Ensuring compliance with the Air Navigation Order, CAP748 and all other relevant

statutory and regulatory requirements relating to the handling and storage of bulkaviation fuels.

Ensuring that the grade and quality of fuel product meets the required specificationat all times.

Notifying the airport company about any potential disruption to the normal supply ofaviation fuel immediately in writing by the quickest means.

The aviation fuel suppliers are responsible for: Ensuring compliance with the Air Navigation Order, CAP748 and all other relevant

regulatory requirements relating to the handling of aviation fuels and the fuelling ofaircraft.

Ensuring that at all times, the fuel delivered to aircraft meets the requiredspecification, including the grade and quality of fuel product.

Ensuring that refuelling tanker bowsers and refuelling equipment access and exit fromthe aircraft stands as highlighted in the Stand Plans.

Training and competence of refuelling operatives. Ensuring that all vehicle drivers possess a LGV-C or C+E driving licence.

11. AUDITS

Organisations that store, dispense or handle aviation fuel at MA will be subject to audits of this activity to ensure that they comply with the relevant legislative requirements. An appropriately qualified person from or on behalf of Manchester Airport will carry out this audit. The audit report will be made available to those being audited together with any recommendations of changes that may be required to procedures or equipment. In addition, audit reports may be made available to the Civil Aviation Authority or other regulatory bodies.



A reasonable time will be given to remedy any shortcomings found by the audit but the Airport Company reserves the right to withdraw permission for the facility or fueling activity to continue if it is found to be dangerous or if remedy to the shortcoming is not completed within the agreed reasonable time.

Consortium member companies of MASHCO carry out their own safety audit annually.

Airline customers typically undertake fuelling audits once or twice per year.



ASI 21- Spillages

ASI 21- Spillages


1. INFORMATION

Spillages of fuel, oil, de-icing chemicals, toilet effluent or any other chemical have the potential to cause pollution of local watercourses and can also cause health and safety impacts.

2. PENALTIES

If you don’t act, and pollution occurs, you could be prosecuted by the Environment Agency. Failure to report a spillage will also lead to an Airside Infringement Notice from MA Airfield Ops.

3. GENERAL RESPONSIBILITIES

All Managers are responsible for ensuring that:

tanks, bowsers and storage facilities for fuel, oil, de-icing chemicals, toilet effluent

and any other chemical are fit for purpose and properly maintained (including all

pipes and dispensing equipment). See ASI 36 for relevant standards;

staff have been given appropriate training in the use of equipment to reduce the riskof spillages

their staff know and understand what to do in the event that they cause or discoverany kind of spillage

All Airside Personnel, regardless of employer are responsible for: reporting any spillage which they cause or discover without delay. Providing information and where possible assisting in preventing the spill from entering the water drains.

4. PROCEDURES

If you cause or find a spillage of oil, fuel, toilet effluent or any other material you should therefore carry out the following actions: If possible, you should take all measures to clean it up and to stop it entering any

drain. You should report it so that MA can arrange for it to be cleaned up to prevent it

entering surface waters. Contact: Airfield Control on 0161 489 3331

You should provide as much of the following information as possible: Location of the spill Material spilt An estimate of the amount spilt Who or what caused the spill Whether it has entered any drains.

MA can assist in cleaning up the spillage and will recharge the company causing it for all costs.

5. FURTHER INFORMATION

This can be obtained from the MA Environment Department from [email protected]



ASI 22- Waste Disposal



1. INFORMATION

Any company that generates waste of any description has a legal responsibility to

ensure that it is stored, transported and recycled or disposed of in a controlled way that

does not harm the environment.

There are particular restrictions on the storage, handling and disposal of aircraft cleaning and catering waste, and of hazardous wastes.

2. 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.

Where you have your own contracts for disposal of hazardous or other wastes not

handled by MA, then you are responsible for ensuring that you only used a licenced

contractor, and that you ensure that the appropriate paperwork is completed and

retained.

3. PROCEDURES

Aircraft Cleaning Waste

Aircraft cleaning waste from destinations outside the EU is Category 1 International Catering Waste and storage and disposal is controlled under the Animal By-Products (Enforcement) (England) Regulations 2013 in order to prevent the spread of animal diseases.

At MAN, aircraft cleaning waste must be taken to West Gate Waste Management Area for disposal in the compactors, or as directed by the Waste Operatives.

Waste must not be left on stand, on airbridges or deposited in MA waste bins or compactors anywhere else on site.

Duty of Care

There is a legal obligation for all companies to understand what waste is being generated and to ensure it is deposited correctly into MA waste and recycling facilities or your own company facilities.

Where MA facilities are used, each company should complete an annual Waste Management Duty of Care form for MA.

There is also a legal obligation for all companies to segregate material for recycling. MA provides recycling facilities for paper, card, plastic bottles, glass bottles, electrical equipment, batteries, fluorescent tubes, line engineering oil cans, wooden pallets and scrap metal. Hazardous Waste



You should ensure you are aware which materials are hazardous. MA does not provide disposal facilities for hazardous wastes, except for those listed above in recycling.

Line maintenance oil cans should be put into the wheelie bins on head of stand.

Contracts should be set up for the collection and disposal of other hazardous wastes including waste oil, oil filters, oily rags, solvents etc with an appropriately licenced contractor. Storage facilities must be secure, located in an area protected from impact. All companies are responsible for retaining hazardous waste consignment notes in compliance with the legislation.

Health & Safety

Any staff using MA waste compactors should be trained in their safe and correct operation. Training can be provided by the Waste Foreman who can be contacted 07:00 – 15:00 on 07979 333106.

Waste should be handled and stored to prevent the generation of FOD.

Failure to control waste could lead to an airfield infringement for FOD.

4. CONTACTS

Further information on recycling and waste disposal can be obtained from [email protected]



ASI 23- Aircraft Washing

ASI 23- Aircraft Washing

ASI Owner Head of Airfield Operations & Head of Health, Safety and Environment

1. 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:

Remote stand 61L (Max Aircraft size A330-300) The northern apron attached to the Thomas Cook Hangar

NB - The washing of vehicles and equipment in landside areas is also restricted to designated locations.

2. APPROVAL

Any organisation/person requiring to wash an aircraft must obtain permission from the MA Airfield Control In the event that washing can be approved, a location is to be allocated by Airfield Control and an agreed time slot on the washing bay allocated.

3. FREEZING CONDITIONS

Airfield Control may refuse permission to wash aircraft when freezing conditions exist or are forecast. This is necessary to prevent apron-icing hazard.

4. ON THE BAY

Washing must be carried out in such a manner as to ensure that run-off does not escape the drainage channels. Upon completion of the wash the aircraft should be removed to an alternative stand as soon as possible to free up the washing bay for other users, unless approval has been given for the aircraft to remain there.

5. DRY WASHING

'Dry washing' (without use of water) of aircraft is not currently permitted at any location other than those listed in paragraph 1 above. Any airline or handling agent wishing to undertake dry washing must first agree a methodology with the ADM and MA Environment Department, and conduct a trial before receiving permission.

6. ENGINE WASHING

Engine washing may be carried out on stand where all wash waters are captured andremoved from site for disposal


ASI 24- Push & Park Procedure



Manchester Airport ‘M’ driver permit must be valid prior to any aircraft pushback.

HEAD SETS

Mandatory for ALL Pushbacks, Aircraft Tows and Push and Park.

Exceptions:

Not to be used during thunderstorm warnings, as notified on Chroma Fusion information

bar.

1. OBJECTIVE

Push & Park, Push & Hold, are two operating efficiency procedures which may be used in

the event of a departing flight having an ATC slot delay. Either procedure may enable the

aircraft to vacate the stand according to schedule once boarding and loading is

completed.

2. TERMINOLOGY & DEFINITIONS

‘Push & Park’ is the procedure whereby an aircraft is pushed from its boarding stand and

re-positioned on to a remote stand such that it may await ATC slot time and depart from

the remote stand without requiring a further pushback.

‘Push & Hold’ is the procedure whereby an aircraft is pushed back from its boarding stand,

engines are started, and the aircraft taxies to a remote airfield location (not a stand) to

await the ATC Slot time for departure.

3. PUSH & PARK PROCEDURE

3.1 Applicability

Push &Park should be used to enable an ‘on time’ pushback for a departing flight that has

an Air Traffic Flow Management (ATFM) delay in excess of 15 minutes. Due to the fixed

taxi out times of 20 minutes, this procedure is applicable where the Calculated Take-Off

time (CTOT) is 35 minutes or more, later than Scheduled Time of Departure (STD). The

flight must be boarded and closed-up ready for pushback at STD. The CTOT, (slot time)

must be entered into Chroma by the GHA.

3.2 Procedure

The Ground Handling Agent (GHA) MUST make a call to Airfield Control to request Push

& Park. Giving the Tug call sign to be used. GHAs are not to contact ATC direct at this

instance.



Airfield Control will advise ATC of the intention to Push & Park a flight, giving details of the

aircraft operator, aircraft type, registration marks, current stand Tug call sign and Push &

Park allocated stand.

Airfield Control will confirm to the GHA that Push & Park procedure has been arranged.

ATC will ensure that all relevant VCR staff are aware of the Push & Park manoeuvre and

EFPS strip prepared.

When the flight is closed up Ground Crew to confirm with the flight deck that that push

back crew are fully ready to complete a safe procedure, prior to push and park request.

Flight Deck must call Ground Movement Planning (Delivery) to confirm aircraft fully ready.

A final assessment will be made by ATC based on aircraft movement demand at the time,

before confirming to the Flight Deck that the Tug Crew can call Ground Movement Control

(Ground)

Tug Crew will call ATC on Ground Movement Frequency (UHF Channel 1) for clearance to

Push & Park the aircraft, giving Airline and aircraft type information, current stand and

destination stand.

Example: “Ground, Tug 71, request clearance to Push & Park a Thomson Boeing 787

from Stand 207 to Stand 235, Nose-out

4. PUSH & HOLD PROCEDURE

4.1 Applicability

Push & Hold may be used to enable an ‘on time’ pushback for a departing flight that has

an Air Traffic Flow Management (ATFM) delay provided the aircraft can hold at the

published Push & Hold points with APU operating in readiness for an improved Calculated

Take-Off time (CTOT). The flight must be boarded and closed-up ready for pushback at

STD.

5. GENERAL

Pushback may continue if head set becomes unserviceable after the manoeuvre has

started.

Ground crew to confirm with the Flight Deck that the aircraft and pushback crew are fully

ready to complete a safe procedure, prior to the pushback and tow request.

No change to the pushback clearance will be made by ATC once the pushback has

commenced.

When towing an aircraft no vehicle and/or equipment is to be ‘escorted’ by following the

aircraft on tow.

Certain stands at Manchester have been configured specially so as to facilitate the safe

self-manoeuvring of aircraft, up to a stated size, from a side-on or nose-out position onto

the taxiway.



These are:

Stand Max

aircraft size

Position Remarks

231 A320 Nose out MA Airfield Operations presence required to

control road traffic for taxi, and check for FOD or

jet blast hazards.

80 B747-400 Nose out MA Airfield Operations presence required to


jet blast hazards.

100 B737-300 Taxi-

through

Conventional manoeuvre off this taxi-through

stand. No ‘safety man’ or Airfield Operations

presence required.

101 B737-300 Taxi-

through

Conventional manoeuvre off this taxi-through

stand. No ‘safety man’ or Airfield Operations

presence required.

Taxiway

Golf

A320 /

B737H

On

Centreline

Taxiway

Quebec

(Stand 63

side-on).

B747-400 Nose

facing

south

Conventional manoeuvre from this location. No

‘safety man’ or Airfield Operations presence

required

61R B757-300

Winglets

Nose out MA Airfield Operations presence required to


jet blast hazards

81 B737-900

/A321

Sharklets



jet blast hazards

83 B737-900

/A321

Sharklets



jet blast hazards

84 B737-900

/A321

Sharklets



jet blast hazards



Additionally, the following taxiway locations may be used as ‘Remote Holding Locations’.

Taxiway

November

abeam

Stand 86

B747-400 Nose

facing

south

Any runway

RET VC @

VC1

DH8-400

/ E195

On

centreline

Departure from Runway 23L only. TORA 2504

metres.

Taxiway

Golf abeam

Stand 58

B737-900

/ A321

On

centreline

Any runway

For ‘push and park’ at apron locations a tug is to be used to reposition the aircraft from its

pier stand to the push and park stand. For nose-out positioning the aircraft is to be

reversed into position so that the nose of the aircraft (not the nose-wheel) is clear of any

roadway or taxiway strip. To guide the tug crew a nose-wheel stop mark designated ‘Nose-

Out’ is painted on the centreline and applies to all aircraft types, up to the maximum size

aircraft type declared for the purpose of ‘push and park’.

Once the aircraft has been positioned, the ground crew should ensure the stand area is

clear of FOD, equipment and obstacles. If necessary ground crews should contact Airfield

Operations for assistance.

5.1 Pushing to Apron Areas

When aircraft are pushed to apron areas, the following procedures are to be followed:

Aircraft should have the parking brake set. Some operators require the aircraft to be chocked. In such cases, the Handling Agent should advise the flight crew the aircraft has been chocked on arrival at the push and park stand. This can be done via the headset communication system, or using recognised hand signals. The ground crew must be satisfied the flight deck understand the aircraft has been chocked. The use of chocks is prohibited at ‘remote holding locations’ or on taxiways.

If the aircraft has been chocked, an engineer or ground crew member must be present for engine start at apron locations.

Start-ups are to be conducted only after Airfield Operations has inspected the stand and

the surrounding areas for equipment and personnel who may be affected by jet blast. ATC

must receive positive confirmation from Airfield Operations that “the stand is clear”.

This procedure does not apply to ‘remote holding locations’. If necessary, Airfield

Operations will protect the apron road system for taxi-off.



Pilots are to call for start-up as per normal published procedures but to state clearly to ATC

on first call that they are parked ‘nose-out’. Upon receipt of taxi clearance aircraft may taxi

directly off stands using minimum breakaway power.

When aircraft are assigned to a ‘REMOTE HOLDING LOCATION’ for Push and Hold, the

aircraft will be expected to start engines and taxi to the holding location. Ground crew

presence is not required for subsequent start-up and manoeuvring.

There is no requirement to contact Airfield Control or seek approval for towing manoeuvres

within the confines of Western Maintenance Facility (the ‘controlled landside’ portion of

Fairey’s Apron). Similarly, there is no requirement for approval to undertake towing

manoeuvres within the confines of the Executive Jet Apron & Hangar B.

Organisations specifically Handling Agents involved in towing aircraft should only use the

call-signs allocated to their organisation in accordance with the table below: -

Allocated Tug Call-signs Organisation

Tug 1 to Tug 15 Swissport

Tug 16 to Tug 19 ASIG

Tug 20 to Tug 49 Menzies Aviation

Tug 50 to Tug 59 Jet2

Tug 60 to 89 Swissport

Tug 90 to Tug 94 Monarch Airlines Engineering

Tug 95 Air Livery

Tug 96 to Tug 98 Thomas Cook Engineering

Tug 99 Signature Flight Support

Tug 100 Manchester Airport

Tug 101 to Tug 110 dnata

Tug 111 to Tug 120 Aviator

Tug 120 to Tug 125 Premiere Handling

It is the responsibility of each organisation to ensure individual call-signs are not used

simultaneously by another tug or operative. An adequate system must be in place to ensure

call-signs are allocated to a specific tug.



The pre-fix ‘Tug” may only be used by vehicles designed specifically for pushing and

towing aircraft. It should not be used by any other vehicle.

Operational enquiries may be directed H24 to the Airfield Duty Manager (00 44 161 489

3331). NB - See also Aircraft Towing procedures in ASI 25


It may not be recommended by aircraft manufacturers to conduct ‘operational towing’.

Operational towing is described as manoeuvring an aircraft under tow (with or without tow

bar) that contains passengers, cargo or fuel. Airline operators shall satisfy themselves that

operational towing can be conducted on their aircraft and ensure any restrictions to

undertake towing manoeuvres are communicated to the relevant ground handling agent

and Manchester Airport. It remains the airline operator’s responsibility to assess the risks

posed to its aircraft associated with any pushback or towing procedures.


ASI 25- Aircraft Towing


ASI Owner Airfield Operations manager

1. PROCEDURES

Individuals involved with the towing of aircraft at Manchester Airport, must hold a valid M Permit to enable them to drive, and manoeuvre aircraft in the manoeuvring area.

HEAD SETS

Headsets are mandatory for ALL pushbacks and Aircraft Tows.

Exceptions:

Not to be used during thunderstorm warnings, as notified on Chroma Fusion information bar.

Pushback may continue if head set becomes unserviceable after pushback request, ATC must be advised. Standard IATA hand signals must also be used. (See special condition below)

Special condition: for towing aircraft in/out of hangar ONLY.

For aircraft positioning for engineering requirements, with no engine start up required. The mandatory use of Head set may be substituted with the mandatory use of direct, radio communication between the tug driver and the brake operative in the aircraft cockpit.

The Ground Handling Agent (GHA) MUST make a call to Airfield Control to request an aircraft tow. Giving the Tug call sign to be used. GHAs are not to contact ATC direct at this instance.

Airfield Control will advise ATC of the intention to tow an aircraft, giving details of the aircraft operator, aircraft type, registration marks, current stand Tug call sign and destination stand.

Airfield Control will confirm to the GHA that aircraft Tow procedure has been arranged.

ATC will ensure that all relevant VCR staff are aware of the Push & Park manoeuvre and EFPS strip prepared.

When the aircraft is closed up, Ground Crew to confirm with the flight deck that push back crew are fully ready to complete a safe procedure, prior to aircraft tow request.

Tug Crew will call ATC on Ground Movement Frequency (UHF Channel 1) for clearance to Tow aircraft, giving Airline and aircraft type information, current stand and destination stand.

Example: “Ground, Tug 71, request clearance to Tow a Thomson Boeing 787 from Stand 207 to Stand 235”.



If approval to conduct the towing manoeuvre is granted, Airfield Control will verbally state the destination stand or parking facility and confirm Tug call sign and where the aircraft is to be parked on. The operative should then read back the designator provided in order to ensure the information has been correctly received, e.g. Operative read back:

“Tow Approved ABC Airlines Boeing 757-200 Stand 86 Right” “Tow Approved XYZ Airlines Boeing 737-300 Engine Test Bay”

If permission is refused the towing manoeuvre must not be undertaken. On receipt of approval, the aircraft may be towed to the destination stand or parking facility subject to the receipt of a positive ground movement clearance from Air Traffic Control on UHF Channel 1.

On arrival at the destination parking stand, the operative should verify the aircraft has been parked in the correct location with reference to any visual aids available, e.g. stand number signs, surface painted designators, etc. The operative should then contact Airfield Control on the same telephone number to confirm the aircraft has been fully parked, quoting the designation of the stand or parking facility, e.g.

“ABC Airlines B757-200 has been parked on Stand 86 Right” “XYZ Airlines B737-300 has been parked in the Engine Test Bay”.

In order to ensure the movement and positioning of all aircraft can be achieved safely, this procedure applies to the following towing manoeuvres: -

Tows between all aircraft parking stands Tows to and from the Engine Test Bay Facility (or open field location) Tows to and from Fairey’s Apron and the Western Maintenance Hangars Tows to and from the RRS Apron (including the Hangar building) Tows to and from TATON parking areas (Weight Limitation of 10 tonnes) Tows to and from taxiways temporarily designated for aircraft parking

There is no requirement to contact Airfield Control or seek approval for towing manoeuvres within the confines of Western Maintenance Facility (the ‘controlled landside’ portion of Fairey’s Apron). Similarly, there is no requirement for approval to undertake towing manoeuvres within the confines of the Signature Flight Support & Hangar B.

Organisations specifically Handling Agents involved in towing aircraft should only use the call-signs allocated to their organisation in accordance with the table below:

Allocated Tug Call-signs Organisation

Tug 1 to Tug 15 Swissport Tug 16 to Tug 19 ASIG Tug 20 to Tug 49 Menzies Aviation Tug 50 to Tug 59 Jet2 Tug 60 to 89 Swissport Tug 90 to Tug 94 Monarch Airlines Engineering Tug 95 Air Livery Tug 96 to Tug 98 Thomas Cook Engineering Tug 99 Signature Flight Support Tug 100 Manchester Airport Tug 101 to Tug 110 dnata



Tug 111 to Tug 120 Aviator Tug 120 to Tug 125 Premiere Handling

It is the responsibility of each organisation to ensure individual call-signs are not used simultaneously by another tug or operative. An adequate system must be in place to ensure call-signs are allocated to a specific tug.

The pre-fix ‘Tug” may only be used by vehicles designed specifically for pushing and towing aircraft. It should not be used by any other vehicle.

Operational enquiries may be directed H24 to the Airfield Duty Manager (00 44 161 489 3331).


It may not be recommended by aircraft manufacturers to conduct ‘operational towing’. Operational towing is described as manoeuvring an aircraft under tow (with or without tow bar) that contains passengers, cargo or fuel. Airline operators shall satisfy themselves that operational towing can be conducted on their aircraft and ensure any restrictions to undertake towing manoeuvres are communicated to the relevant ground handling agent and Manchester Airport. It remains the airline operator’s responsibility to assess the risks posed to its aircraft associated with any pushback or towing procedures.


ASI 26- Airbridge Operation



1. TYPES OF AIRBRIDGE

Avio Jetway Team

2. AIRBRIDGE TRAINING/VALIDATION and TESTING

An application to the Manchester Airport Learning Hub for the issue of an Airbridge Permit is subject to the applicant’s successful completion of a theoretical and practical assessment, including a multiple choice knowledge test.

Training and validation of airbridge operators will be carried out by Manchester Airport Group authorised Handling Agent or Airline representative.

The Operator must use the airbridge training material provided by MA contained within the Manchester Airport Airbridge Operators Training Manual. Additional material maybe added to the MA training manual, but is not permissible to remove any of the content.

Manchester Airport Group will conduct the operator knowledge test. The test will check the underpinning knowledge of airbridge operators to ensure full training has been completed. Trainees must successfully complete this test before a permit is issued.

3. AIRBRIDGE OPERATOR PERMIT

Personnel who have successfully completed the required training, validation and knowledge test and have been issued with an Airbridge Permit may only operate Manchester Airport Airbridges.

The permit is valid for 3 years subject to re-validation. The permit holder must only operate airbridges that they have been specifically trained for.

In circumstances where, an Airbridge Operator is involved in an aircraft incident, Airfield Operations may remove the operator’s permit pending investigation. MA reserves the right to suspend the licence for a specified period pending retraining and assessment, or to withdraw the licence altogether.

4. AIRBRIDGE PERMIT ISSUE

Manchester Airport Group will issue individual Airbridge Operator’s Permits and equipment keys. MA or their nominee will issue an Operator’s permit on production of and in reliance of a Permit Application document signed by a certified validator demonstrating successful completion of an Airbridge Operators Validation and on completion of an Airbridge Operators Knowledge Test. Airbridge Permits and airbridge keys remain the property of Manchester Airport Group and need to be returned by the company on cessation of the key holders permit.



5. GENERAL INFORMATION

For further details regarding Airbridge permits training and/or Airbridge validation contact the Manchester Airport Learning Hub.

Manchester Airport Learning Hub

Telephone 0161 489 5790 Fax 0161 489 5787 Email [email protected]

6. MAINTENANCE

MA Asset Management is responsible for carrying out the following:

Weekly Safety and Operational check on all airbridges. A scheduled planned preventative maintenance (PPM) regime in line with original

equipment manufacturers (OEM) recommendations. A 24/7 response to breakdown reports within 10 minutes from receipt of call.

Airbridge manufacturer’s agents carry out independent annual inspections and provide a comprehensive report for each airbridge.

NB – See ASI 17 Strong Winds and Gales.

7. POSITIONING OF AIRBRIDGE CANOPIES

The Working at Height Regulations 2005 requires that the risk of fall is eliminated wherever possible. Deployment of the canopy so that it fully meets the aircraft fuselage ensures this risk is eliminated and the term of the regulation complied with.

Operational airbridge canopies must be deployed to their full extent around aircraft

doorways as originally intended.

Any unsafe positioning of airbridge canopies may be subject to MA’s Airfield Safety Infringement Policy.



ASI 27- Aircraft Turnaround Management



1. GENERAL

Under the Health & Safety Executive’s guidance document HSG209 “Aircraft Turnround”, aviation industry partners are recommended to apply common minimum standards to turnround procedures at all UK airports.

The Manchester Airport Generic Aircraft Turnround Plan describes the activities involved in an aircraft turnround process and the points for consideration at each stage.

Safety must be the primary consideration of everyone working airside. It requires constant vigilance, attention to procedures and alertness to potential hazards. Airside Safety is of paramount importance and all of us have a vital part to play in ensuring that the aerodrome is as safe as we can possibly make it.

The ‘Apron Area’ represents a shared workplace and demands the co-operation of all employers who ‘share’ the area under UK Health & Safety Legislation.

There are 3 key things that need to be done by employers to protect employees’ health and safety working within the airside environment: Co-operate and co-ordinate with other employers. Control your contractors Assess and control the risks to other people from your activities and inform them of

any risks still left.

If there is co-operation and co-ordination between all employers sharing a workplace then everyone’s legal obligations can be met. Good co-operation and co-ordination is vital where employers share a complex and dynamic workplace.

Any individual(s) not adhering to these procedures detailed within this instruction maybe liable to an infringement under the Airfield Infringement Scheme. See ASI 13.

2. COMPLIANCE WITH LEGISLATION

MA requires all organisations and personnel operating in Airside Areas to comply with the relevant legislation below: Air Navigation Order. 1954 Manchester Airport Byelaws. Health and Safety at Work Act 1974. Management of Health and Safety at Work Regulations 1999 Health and Safety Consultation with Employees Regulations 1996 Safety Representatives and Safety Committees Regulations 1977 The Noise at Work Regulations 2005 CAP 642 Airside Safety Management HSG 209 Aircraft Turnround



3. PASSENGER HANDLING

Passengers are generally unaware of the dangers around them and are therefore particularly vulnerable to risk on the apron. They must always be closely supervised and contracts between the Airline and Handling Agent will need to take this requirement into account.

It is the responsibility of the Airline and/or the Handling agent to: Take full care of passenger safety during the embarkation and disembarkation of

passengers. Supervise passengers at all times when they are between the Terminal interior and

the Aircraft interior. Guide and control the movement of passengers when walking on the apron so that

aircraft engines, aircraft refuelling procedures or other airside activities do notendanger them. Passenger routes must not pass below aircraft wings, beneath fuelvents or close to engines propellers or rotors of any aircraft on the apron.

Ensure that they do not mix with passengers from other arriving or departing flights.

Passenger Ideal Guidance Systems (PIGS) and traffic cones can be used as an aid but must not replace the requirement for passenger supervision. PIGS are to be deployed by the person responsible for the control of passengers and the centre of the PIGS should be positioned approximately one metre away from the aircraft wingtip and the chains / barriers extended to both the front and rear steps.

4. HIGH VISIBILITY CLOTHING

All personnel must wear a high visibility waistcoat, jacket or equivalent when airside and outside of any building. This includes staff walking to and from workplaces airside. Airside access will be denied at security if this requirement is not adhered to.

When worn, the waistcoat or jacket must be properly fastened to provide maximum prominence to the front and rear of the garment.

High visibility clothing must be manufactured to the recognised British Standard BS EN 471. Further guidance on high visibility personal protective equipment is available fromthe Health and Safety Executive (HSE). Please refer to their document L25 1992, titled“Personal protective equipment (PPE): high visibility clothing for airport workers”available from the HSE website at www.hse.gov.uk

5. AIRCRAFT DOORS

Aircraft cabin and hold doors can be hazardous when open as a fall from either could result in serious injury.

Airfield Operations recommends that no aircraft door(s), either for the hold or cabin, are left open without the appropriate service equipment positioned correctly. If opening a door from inside an aircraft, personnel must have received confirmation that the appropriate equipment is in position before opening the door. Furthermore, personnel inside an aircraft must allow sufficient time for those outside the aircraft to retreat a safe distance from the door before it is opened. All organisations are responsible for ensuring that suitable and effective measures are taken to prevent individuals from falling from aircraft doors. The floor of the aircraft in the immediate vicinity of the cabin or hold door must be kept clear of hazards that could cause an individual to slip, trip or fall.

http://www.hse.gov.uk/



6. USE OF HANDRAILS

It is a legal requirement as part of the Working at Height Regulations that all personnel must use equipment supplied (including safety devices) following training and instruction.

Working at height means a person is undertaking a task at a height where he/she could be injured by falling, even if it is at or below ground level.

Working at Height Regulations requires all employers to do all that is reasonably practicable to prevent anyone falling a distance that could result in injury. The employer must assess the risks involved with any activity at height and where the risk cannot be avoided, introduce control measures commensurate with the risk.

Where the employer provides safeguards for preventing falls from height, for example handrails and/or harnesses, there is a legal duty on the employee to use those safeguards.

7. POSITIONING OF EQUIPMENT

Equipment must not be pre-positioned on apron stands prior to the imminent arrival of an aircraft such that it could cause an obstruction and/or damage to an aircraft.

Equipment must not be left unattended on a stand area or Inter-stand Clearway.

A passenger’s route around the wing is not to be obstructed and as such, the numbers and positions of all vehicles in the vicinity of the aircraft must be considered, along with the location of the rear of stand road system.

Ensure that when an aircraft arrives on stand, all emergency exits are kept clear of handling equipment until external means of evacuation have been put into place.

8. GROUND POWER ATTACHMENT & CHOCKING OF AIRCRAFT

Chocks must not be pre-positioned or placed within the immediate vicinity of arriving aircraft as these present a trip hazard.

All airside personnel who are associated with the application of chocks and ground power of aircraft arriving onto stand must not approach the aircraft until the engines have been shut down and the anti-collision lights turned off.

After aircraft engines have shut down and the anti-collision lights are off, operatives should only approach the aircraft from the front to ensure their personal safety when chocking aircraft.

Chocks must be placed before any other turnround activity may take place.

Exceptions: It is acknowledged that where an aircraft has an unserviceable APU, it may be exceptionally necessary to keep an engine running whilst ground power is connected. This is a non-standard situation requiring procedures to be used following an assessment of the additional risks.



Aircraft departing from airbridge served stands must remain chocked until the airbridge has been fully removed from the aircraft and is in its parked position.

9. CHOCKING OF SERVICE VEHICLES

All vehicles that are involved in the servicing of an aircraft and that are parked within 2 meters of an aircraft should be chocked. The only equipment exempt from this are pushback tugs connected to an aircraft, any vehicle fitted with an inter-locking device and any vehicles that use manual or hydraulic stabilisers.

Manchester Airport is endeavoring to minimise the risks of aircraft and/or personnel being damaged/injured by unsecured ground service equipment.

Any operator who does not wish to chock their service vehicles during aircraft servicing must provide the Head of Airside Operations with a suitable and sufficient risk assessment to substantiate their reasons.

10. VEHICLE MANOEUVRING AND/OR PARKING UNDER AIRCRAFT WINGS

Manoeuvring and/parking aircraft under an aircraft wing presents a safety hazard; for example should an aircraft vent any fuel. It also impinges on the safe separation distance between vehicles and aircraft and raises the potential for an incident/accident.

Only vehicles that have an operational requirement to park under an aircraft wing may do so. Examples of such vehicles might include those of aircraft refuellers or aircraft maintenance companies.

All other vehicles must manoeuvre at a safe distance from aircraft wings.

11. USE OF BANKSMAN WHEN REVERSING

The dangers of reversing on apron areas are heightened because of a relative lack of manoeuvring space.

All service vehicle operators and their operatives are to adopt a procedure of using a banksman to provide external guidance when reversing a vehicle on the apron.

All dual or multi-crewed vehicles operating on the apron area must use at least one of the crewmembers as a banksman.

Airfield Operations is aware that not all vehicles operating on the apron are dual or multi-crewed.

Therefore, all organisations that operate vehicles with a single crewman are required to provide the Head of Airside Operations with a thorough risk assessment for the reversing of their vehicles.

12. INTER-STAND CLEARWAYS

Inter-Stand Clearways (ISCs) are a common feature on aprons at international airports in the UK and overseas. They are intended to indicate, by way of ground markings, the lateral extent of an aircraft stand and a clear route by which vehicles involved with aircraft



turnround activity or Emergency Response may transit between the front and rear of a parked aircraft. The Speed limit of 5mph applies to all Inter Stand Clearways.

Clearways are especially important for provision of an unobstructed route for access of emergency vehicles and egress of fuelling vehicles.

The ISC is delineated by a ‘saw tooth’ white line each side, similar to the markings indicating the approach to a pedestrian crossing on a public road. The width of the ISC is 6 metres and its positioning allows a minimum of 1-metre buffer from the wingtip of the largest span aircraft type using the stand. The ISC will extend from the head of head or equipment area to the rear of stand roadway or taxiway strip lines, whichever is applicable.

The Inter-Stand Clearway must at all times be kept clear of parked, unattended equipment. ISCs are not intended to be used to pre-position vehicles and equipment awaiting aircraft arrival. Misuse of ISCs will be treated as a safety occurrence and recorded as such by MA Airfield Operations.

A number of clearways have been installed with zones that have been marked in red.

The red zone area of the Inter-stand clearway delineates an area that must be kept clear of any obstacles when aircraft are manoeuvring on or off an adjacent stand. The red zone provides suitable clearance from an aircraft wingtip when parking on an adjacent stand

Vehicles / Equipment transiting or left unattended in the red zone whilst an aircraft is manoeuvring on or off an adjacent stand could cause a wingtip collision. Drivers may pass thoroughly the red zone area of an Inter-stand clearway as normal when aircraft are not manoeuvring on or off adjacent stands

The driving or parking of vehicles / equipment in the red zone whilst an aircraft is manoeuvring on or off an adjacent stand is subject to Manchester Airport’s Infringement Scheme.

13. MARSHALLING OF AIRCRAFT

The personnel of Airfield Operations are the only individuals authorised to marshal an aircraft.

If a member of flight crew asks or signals for guidance from a person not employed by Airfield Operations it must be disregarded.

Marshalling is provided where no other form of guidance is available or where VDGS is unserviceable or not calibrated for the aircraft type. There may, at times, be a short delay before an individual from Airfield Operations arrives but on no account must any ground personnel attempt to marshal an aircraft onto stand.

14. VISUAL DOCKING GUIDANCE SYSTEMS (VDGS)

SAFEDOCK AVDGS is currently employed to guide aircraft to the correct parking position on all contact stands and some remote stands.



SAFEDOCK will be operated solely by Ground handling agent staff, and must only be operated by personnel who have received formal training and are deemed competent to carry out this task.

Ground handling agent staff will activate this system, having checked that the stand is safe for aircraft to park.

A swipe-card at the reader device is located at the head of stand. By swiping a card, handling agent staff are confirming to Airfield Control that the stand has been checked and judged to be safe for an aircraft to use.

15. WINGTIP CLEARANCES OF AIRCRAFT UNDER TOW

All tug drivers are reminded that it is their responsibility to ensure adequate wingtip clearance is maintained whilst towing or pushing an aircraft.

Any permission given by Air Traffic Control to tow an aircraft must not be taken as an assurance that wingtip clearances are guaranteed on either taxiway or apron areas.

All tug drivers must therefore remain vigilant at all times when towing or pushing an aircraft.

16. EMERGENCIES ON THE AIRFIELD

The telephone number in case of emergency is 2222.

In the event of an emergency there should be no assumption by any party in the vicinity of an aircraft that the emergency services have already been alerted.

During an incident ‘on stand’ a precautionary evacuation using the normal means of disembarkation may be more desirable to the aircraft commander than an evacuation using emergency slides.

Operators and handling agents are responsible for ensuring the availability of equipment that will facilitate a normal disembarkation.

All airside personnel are to remain clear of incidents and accidents, whether involving aircraft, vehicles or equipment unless their attendance is specifically requested or required by the Incident Management Team. The incident/accident Commander will determine when normal operations can be resumed.

Inbound aircraft declaring an emergency will be parked on a remote stand after landing, even if the incident has been ‘stood down’.

17. HEAD OF STAND SAFETY BOARDS

Head of Stand Safety Boards are installed at all Terminal Pier aircraft parking stands. The Safety boards are highly visible and will provide the emergency Fuel hydrant cut off switches and Aircraft Emergency STOP buttons.



The Fuel Emergency Stop Switch is to be used in case of an accident or incidents that require the aircraft fuel hydrant system to be shut down.

The Aircraft Emergency Stop button is to be used when there is an urgent requirement to indicate to an aircraft parking on stand that it should immediately stop. This should only be used in a situation where a hazard is observed that could lead to an accident involving the aircraft whilst in motion.

18. CAA Safety Requirements Applicable to the Carriage of Electric MobilityAids

As the airport operator Manchester Airport contracts a third party operator to provide assistance to ensure that any electric mobility aid belonging to a PRM is safe for carriage.

Manchester Airport provides the ‘Air Safe Plug’ for the contractor to hand out to their customers to make the mobility aid safe.

Manchester Airport has provided 3 Varilift trailers located airside for ground handlers to use for the safe loading of electric mobility aids for carriage by air.

19. VEHICLES AND EQUIPMENT THAT RAISE AND LOWER DURING AIRCRAFTTURNROUND

All operators of vehicles and equipment that raise and lowers must ensure that a suitable and sufficient risk assessment is carried out for this aspect of their operation and ensure that appropriate control measures are in place to reduce the risk significantly to personnel and equipment.

The following control measures to reduce the risk must be considered when preparing the risk assessment.

• the suitability of the vehicle and whether the need to have the vehicle bodyraise/lower with the tail lift extended can be engineered out

• the provision of suitable warning systems that activate during raising/ lowering• supervision and or arrangements at ground level to avoid equipment and personnel

being in the area immediately below an extended tail lift whilst the vehicle body isbeing lowered.

• the use of CCTV and/or mirrors

The identified control measures in the risk assessment must be applied consistently to all the vehicles and equipment under the control of the operator.

20. AIRCRAFT SAFETY CONE STORAGE TROLLEYS

Manchester Airport will provide aircraft safety cone storage trolleys at the head of each aircraft parking stand. The cone trolleys will facilitate seven cones provided by the ground handling community.

The cones can also be used for night stopping and long term parking.

Aircraft safety cones and their storage trolleys must not be transported on vehicles for use at other locations.



Ground staff may use cone trolleys to assist in the deployment of safety cones on arrival and during collection on departure.

Storage trolleys and safety cones must be returned to their allocated position at the head of stand after every aircraft turnround.

Any missing cones or damaged trolleys are to be reported to Airfield Operations ext 3331.

21. GPUs (Ground Power Units)

Manchester Airport will provide 5 GPUs (Ground Power Units) in airside locations stands 217, 218, 219, 247 and 249.

The GPUs must remain in the above locations and must not be moved between stands and to any other area of the airfield.

Only personnel who have received GPU training via their respective employer must operate the GPUs.

22. Aircraft Loading Errors

A loading error can severely affect aircraft performance, stability and

control. Loading errors may also lead to loss of control during an attempted take

off or during subsequent flight. It is therefore essential that all service providers

have appropriate mitigation and training in place to prevent such occurrences.

Aircraft loading errors can arise in one of three ways:

The aircraft is not loaded in the way stated on the accepted load and trim sheet.This is applicable to any load sheet type.

The aircraft load and trim sheet uses correct input data but the output data iswrong. This is applicable to manual load sheets.

The flight crew apply the (correct) load and trim data incorrectly when using it tocalculate aircraft take- off performance data, including reference speeds andscheduled thrust settings.

The hold load is not properly secured or contains prohibited or incorrectly packed

items.

All service providers should report loading errors under the Mandatory Occurrence

Scheme as per

EASA requirements. All loading error events should also be reported to MA Airfield

Operations.


ASI 28- Storage and Handling of Unit Load Devices (ULDs)

ASI 28- Storage and Handling of Unit Load Devices (ULDs)


1. OPERATING PROCEDURE

MA Airfield Operations Manager will agree with airline handling agents and ULD providers the seasonal assessment of the number of ULD’s required to meet their operational demands, no later than September 30th (Winter Requirements) and March 31st (Summer Requirements).

Airfield Operations / MA Airfield Operations Manager will carry out audits of ULD containers each week. Airlines will be informed of any breach of the agreed figures. The Airline will then be given seven days notice to remove any units over the agreed figure. Any units not removed within the reasonable time will be charged at a fee as published in the MA Fees & Charges schedule.

Handling Agents will only use the Racks as allocated by the Airfield Operations Manager. ULD containers must only be stored on racks or other devices that prevent them from being moved by wind. Any company not adhering to these requirements are subject to an infringement being served to them, which carries a £50 fine. Damaged ULD’s will be stored at stand 72 prior to removal for repair.

Any ULD found ‘on the Apron floor’ Airfield Operations will treat as FOD and will issue an AOR and infringement accordingly.

Airlines and Handling Agents have agreed through the AOC to manage these sites and to ensure safe storage for all containers. Any damage to the racking or unsafe working practice observed whilst using these facilities must be reported to the Airfield Duty Manager on x3331.

2. SCHEDULE OF ULD RACKING

A schedule of ULD racking and airline allocation quotas will be issued twice yearly for the forthcoming season as published by the MA Airfield Operations Manager


ASI 29- Aircraft De-Icing



1. GENERAL REQUIREMENTSAircraft de-icing may be carried out by any competent organisation operating airside bycontractual arrangement with airline operators and with a current Ground Service Licence(GSL) or Certificate to Operate at Manchester Airport.Aircraft de-icing fluids are pollutants with the potential for considerable environmentaldamage. Therefore, when de-icing is taking place, it is essential that run-off from airsideareas is contained and separated from other drainage.

2. LOCATIONS FOR AIRFRAME DE-ICINGThere is no centralised de-icing facility on the airport and therefore airframe de-icing isto take place whilst the aircraft is made ready for departure at the parking stand.

De-icing is not permitted on the Western Maintenance Apron

3. COMMUNICATIONS

Handling Agents and De-icing Service Partners MUST inform in advance, ACC – Assets

Call Centre on Ext. 3776 prior to undertaking ANY Aircraft De-icing. If no answer contact

the Engineering Shift Team Manager (ESTM) on Ext 3678 with the same information.

A separate notification is needed for each 24 hour period and each Terminal or remote stand. This is necessary to ensure the airport’s drainage systems can be placed into containment mode to prevent contamination of local watercourses. Failure to do so could result in a pollution incident and pursued under the Airfield Infringement Scheme or result in prosecution by the Environment Agency.

4. HEALTH & SAFETY CONSIDERATIONS

Care must be taken when carrying out de-icing to ensure that passengers and staff in the vicinity of the aircraft are not sprayed with de-icing fluids. The timing of the activity should be agreed via the appropriate Turnround Co-ordinator.

De-icing fluids on aprons can make the surfaces very slippery and care needs to be taken by all those walking in the vicinity of de-icing activities. Handling agents and airline staff must warn passengers to take care when boarding aircraft from a non-airbridge gate. Drivers should be aware that braking and steering performance of vehicles might be impaired.



5. FLUID STOCKS

ALL De-icing companies MUST keep the Airfield Duty Manager updated on fluid stock levels daily and inform the Airfield Duty Manager of any operational problems immediately. Data on the volume of deicing fluid applied to aircraft must be provided to MAG on a monthly basis by email to [email protected].

6. Departure Sequencing Protocol

In winter operations, at Winter Threat Status level 2, aircraft de-icing will be subject to the

Departure Sequencing Protocol process.



ASI 30- Airside Competency & Training



1. 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 healthand safety of any individual who might be affected by any work activity within thecontrol of the employer.

Every employee has a duty to take reasonable care for the health and safety ofthemselves and other persons who might be affected by their acts or omissions.

The Aerodrome certificate holder is a provider of a workplace and in some cases aprovider of equipment and therefore has duties to ensure so far as reasonablypracticable the health and safety of others who use that place of work. This isparticularly important for the common user areas and for issues which require co-ordination across the airport. The responsibility is limited to ensuring co-ordinatedaction on H&S matters and ensuring co-operation between employers in aspects ofmanaging safety.

The airside areas of an airport and in particular the aprons are workplaces which areshared by a variety of employers, and in these situations all employers have a legalduty placed on them to cooperate with each other and co-ordinate the measurestaken in order to fulfil the duties.

1.1 Substance Misuse

Drug, alcohol and other substance misuse is everyone’s concern. It can lead to reduced

productivity, taking time off work, and accidents at work.

Employers have a general duty under the Health and Safety at Work Act etc1974 and

Management of Health & Safety at Work regulations 1999 to ensure, as far as is

reasonably practicable, the health, safety and welfare of their employees.

Manchester Airport is a provider of a workplace and in some cases a provider of

equipment and therefore has duties to ensure so far as reasonably practicable the health

and safety of others who use that place of work.

To ensure a safe working environment is maintained on the airfield, any person

suspected to be under the influence of drugs or alcohol will be removed from the Airfield

by the Airfield Duty Manager.

The individual’s employer will be advised of the enforcement action taken by the Airfield

Duty Manager.

The Airfield Duty Manager may also request the attendance of GMP.

2. TRAINING & 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 Apron Safety 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 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.

3. MA AIRFIELD SAFETY AWARENESS TRAINING

To assist in ensuring high safety standards on the airfield a Manchester Airport “Airfield Safety Awareness” DVD and accompanying booklet have been produced.

The Airfield Safety Awareness training package provides basic safety information that every airfield user should be aware of and understand.

To ensure the safety of employees it is a requirement for all employees, working airside, to view the DVD. The DVD should be used to supplement training delivered by employers. It is not intended to replace existing training programmes.

A Declaration form must be signed by each employee confirming they have viewed and understood the DVD contents. The signed declaration should be kept with personnel training records and made available to Airfield Operations upon request for auditing purposes.

The DVD and accompanying paperwork are available from the Airfield Safety Assurance Team via email - [email protected]




3.1 Maintaining Competency

All employers should ensure that an appropriate system of re-assessment and refresher/ development training is provided, to maintain the competence of employees who work in the airside environment.


ASI 31- Airside Driving



1. AIRSIDE DRIVER PERMIT (ADP) PROCEDURES

1.1 Permit Requirement

No person is permitted to drive in any airside area of Manchester Airport without a valid ADP, which is appropriate to the area in which they are driving. All ADPs have an identification number corresponding to their Security Pass.

To ensure that drivers of vehicles requiring airside access are in possession of a valid ADP Airfield Security will conduct visual checks of driving permits before Security access is granted airside.

Airfield Security will deny access to drivers of vehicles who are not in possession of a valid driving permit and contact Airfield Operations.

In the case of HGVs, PCVs or unconventional vehicles, a Certificate of Competence, issued by the Vehicle Operator, is required.

1.2 Exceptions

Vehicles being escorted by a vehicle driven by an appropriate airside driving permit holder.

N.B - Drivers are not permitted to escort vehicles on the Manoeuvring area unlessauthorised or accompanied by MA Airfield Operations.

1.3 Permit Types

A Permits drivers to use the airside roads, stand/equipment areas and Western Maintenance Area without an ATC clearance, but does not permit operation on perimeter roads or beyond the double white lines, which define the limit of the Apron.

M Permits drivers to operate on perimeter roads and taxiways north of Runway 05L-23R up to the Runway holding points.

R Permits drivers to operate on any part of the manoeuvring area including runways.

1.4. Permit validity

The ‘A’ Permit entitles the holder to drive on Airside service roads and aprons at MA and must be carried at all times whilst driving Airside. For the avoidance of doubt; the Western Maintenance Area is classed as ‘apron’.

The permit will be valid for 3 years from the date of issue.



An ‘A’ Permit does not entitle the permit holder to drive on the Manoeuvring Area of Manchester Airport or any other UK airport. However, it is a mandatory requirement before obtaining an M or R Manoeuvring Area permit.

M or R Manoeuvring Area will only be issued to staff that have an operational requirement to drive within the Manoeuvring Area at Manchester Airport. The ‘R’ permit will be valid for 1 year from the date of issue.

The candidate or company will need to show a clear requirement to operate in these areas and seek approval from the Head of Airfield Operations.

1.5 Training and Administration

The Manchester Airport Learning Hub on behalf of Manchester Airport will provide the training and administer the ADP scheme that includes the following: ‘A’ Permit Airside Driver Training (theoretical) M & R Manoeuvring Area Driver Training (theoretical) Local Airfield Familiarisation Administration of the mandatory test for personnel Issue of Airside Driver permits and supporting documentation Collating and updating database of all drivers at Manchester Airport

A list of charges is available from the Manchester Airport Learning Hub.

Companies wishing to undertake their own Driver Training should contact the Head of Airside Safety & Compliance for approval.

Companies that are currently approved by MA to carry out their own driver training will be subject to regular audits by Manchester Airport. This is in order to maintain and preserve the high standards of driver training required by MA.

When an employee successfully completes the required driver-training course and has been issued with an ADP by the MAG Learning and Development department, employers are then responsible for providing a training programme of practical driving and monitoring to ensure that the driver is competent to drive on the areas detailed on the ADP.

1.6 Transfer between companies operating at Manchester Airport

When a driver who holds a valid MA ADP transfers to another company at Manchester Airport the new employer is required to inform the Manchester Airport Learning Hub and request the transfer of all documentation to the new company. The driver will also be required to fill out a new application form.

1.7 Application for an ADP

Applications are available from the Manchester Airport Learning Hub. Contact the training team on 0161 489 5790.



1.7.1. Applicant Requirements

All applicants for the issue or renewal of an ADP must meet the following requirements:

Have a current full UK DVLC licence photocard or a valid paper driving licence,EC/EEA, or foreign equivalent driving licence which permits the holder to drive amotor vehicle on public roads within the UK.

An operational need to drive a vehicle airside on a frequent and unescorted manner* Be able to demonstrate that they can recognise and understand written safety

instructions of the type issued periodically by MA Operations Dept. Have completed and proved competent at the appropriate level training provided by

MA or an MA approved training organisation Meet the basic minimum medical standards.

Employers are responsible for ensuring the validity of the applicant’s driving licence. The application form for an ADP will reflect this responsibility.

*New companies will need to show a clear requirement to operate airside and seekapproval from the Head of Airfield Operations.

NB - Details of minimum medical standards required are available from the Manchester Airport Learning Hub.

The Airside Driving Permit remains the property of Manchester Airport and will cease to be valid and must be surrendered in the following circumstances:

On demand by the Airport Immediately if the Holder loses his/her UK Driving License for offences under the

Road Traffic Acts Any defacing, alteration, or misuse of a permit On demand as a penalty for a driving offence/series of offences When the holder ceases to be employed at the airport When a change of employer occurs at the airport

1.8 Medical Standards (Fitness to Drive)

It is the responsibility of the aerodrome operator to decide what additional specific factors there might be about the workplace and vehicles which may impose additional medical fitness requirements over and above those required for driving on the public roads. This should be based on a local risk assessment by the aerodrome operator, which may include organisations that operate airside, and should relate to local procedures, environment, infrastructure, topography, complexity and how busy the airfield is.

Establishing required medical standards is but one control to mitigate risks associated with airside driving and all employers must also ensure that appropriate, task-based risk assessments for airside driving are in place, understood and that employees are fully compliant with the control measures contained within.

A driver must disclose to the DVLA and their employer any medical condition, or prescribed medication, which may affect their ability to drive safely. Where the DVLA



places a condition or restriction on a driver this must be considered by the employer and Occupational Health advice obtained. The employer must inform the MAG Airside Driving Permit (ADP) issuing authority of any such condition or restriction. Appropriate action may involve suspending or removing the ADP as soon as a potential medical issue is notified.

Where a driving accident or incident has occurred an Occupational Health review must be arranged by the employer if there is any doubt as to whether medical circumstances could have been the cause of, or have contributed to, the accident or incident.

The Manchester Airport Group (MAG) medical standard (fitness to drive airside) has been established taking account of guidance provided by:

The Civil Aviation Authority (CAA)(Requirement for an Airside Driving Permit (ADP) Scheme – CAP 790, Appendix Ahttp://publicapps.caa.co.uk/docs/33/CAP790.pdf), The Health & Safety Executive (HSE)(Medical standards for drivershttp://www.hse.gov.uk/workplacetransport/personnel/medicalfitness.htm) and, The Department for Transport (DfT)(DVLA Assessing fitness to drive – a guide for medical professionalshttps://www.gov.uk/government/publications/assessing-fitness-to-drive-a-guide-for-medical-professionals)

Following consultation within MAG risk-management processes, it is a requirement that this medical standard must be met prior to the issue of an ADP and every three years thereafter.

Renewal of the ADP will require the production of the following: A valid Airside Security ID A full and current UK DVLC licence, or equivalent, and A Medical Certificate where the approved Occupational Health Practitioner confirms

that the standard below has been met by the applicant.

http://publicapps.caa.co.uk/docs/33/CAP790.pdf

http://www.hse.gov.uk/workplacetransport/personnel/medicalfitness.htm

https://www.gov.uk/government/publications/assessing-fitness-to-drive-a-guide-for-medical-professionals

https://www.gov.uk/government/publications/assessing-fitness-to-drive-a-guide-for-medical-professionals



Fitness Standard – Airside Drivers - Prior to commencement of driving and every three years thereafter.

Assessment Standard

Questionnaire Via the MAG website http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-operations/manchester/airside-driver-training/ No positive responses

Mobility and co-ordination

No obvious impairment of movement, co-ordination or mobility that would prevent safe access to, egress from or control of vehicle. Must be independently mobile with appliances if necessary. Able to move neck, shoulders and arms with ease. Must be able to demonstrate grip adequate to indicate that controlled use of a steering wheel is achievable. Must be able to demonstrate foot movement to indicate that controlled use of foot pedals is achievable.

Vision – acuity Distance - 6/12 binocular, with correction if worn (with minimum of 6/7.5 in the better eye and at least 6/60 in the other)

Vision - fields Normal binocular fields of vision

Vision - diplopia No diplopia

Vision - colour Full Ishihara plates (24) – ability to read 13 or more of the first 15 plates. If this standard is not met a permit may be provided for driving on the APRON ONLY. This MUST be noted on the medical certificate. This part of the standard is currently under airfield safety risk assessment review.

Hearing Conversation at 2.5 metres, without view of tester’s face, with correction if required. This to be tested during vision screening to ensure lip-reading does not take place. If concerns are noted, a practical test in the workplace (via Airfield Ops) will be recommended. The standard for hearing is based upon the requirement to hear and understand radio communications. Hidden hearing loss, which affects this aspect of hearing more significantly, is not easily detected via Pure Tone Audiometry.

Interruption of consciousness

No epilepsy, eating disorders, history of seizures or fits declared except where managed effectively and where there is evidence that the DVLA have both been informed and that the DVLA licence has not been suspended.

Blood pressure Diastolic < 100, systolic < 160

Pulse Regular, 50-90 bpm at rest

Urinalysis No glycosuria, proteinuria or haematuria

Mental Health No history declared, no concerns arisen during assessment.

Height /Weight (PCV/HGV ONLY)

For DVLA forms

The medical assessment must be undertaken by, or under the supervision of, an approved Occupational Health Professional (Occupational Health Physician (OHP)/Aviation Medical Examiner (AME) or Occupational Health Nurse/Advisor (OHN/A)). The signature of the approved Occupational Health Professional must be provided on the medical certificate.

http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-operations/manchester/airside-driver-training/





The Driver Training School holds a list of current approved Occupational Health Professionals.

All drivers who cannot meet the fitness standard will need to be referred to the approved Occupational Health Practitioner who will refer to the current DVLA guidance to determine fitness to drive airside.

Where any doubt about fitness to drive exists, the advice of an approved Occupational Health Practitioner familiar with airside operating procedures should be sought. For Occupational Health Practitioners who are not familiar with the airside environment, reference should be made to the Driver Training School for the provision of an appropriate contact.

Meeting the MAG medical standard does not preclude employers from adopting higher standards should they choose to do so. A higher review frequency may be appropriate for some individuals with existing medical conditions at the recommendation of the approved Occupational Health Practitioner.

This should be read in conjunction with relevant and current H&S/Airfield Safety policy on this subject.

1.9 Renewal of ADP

ADPs are to be renewed in the following circumstances:

A & M permit - Every three years or at the expiry date whichever is earlier. ‘R’ permit – Every 12 months or at the expiry date whichever is earlier. When an employee transfers between MA based organisations. Following any period of disqualification

2. AIRFIELD DRIVING PROCEDURES

2.1 Definition of Terms

The terms ‘Movement Area’, ‘Manoeuvring Area’ and ‘Apron’ are defined in the glossary at the beginning of the Aerodrome Manual Part 1. All personnel operating ‘Airside’ must understand the distinction between the Apron and the Manoeuvring Area.

It must be noted that the ‘double white’ lines divide the Apron (on which vehicles may move without the permission of ATC) from the Manoeuvring area (on which all movements are subject to ATC permission).

2.2 General Rules

Inspect your vehicle before driving it. Drive only where your ADP allows. Give way to aircraft including aircraft under tow at all times. Never approach an aircraft with anti-collision lights on Display the vehicle flashing obstruction light(s). Use dipped headlights at night and in reduced visibility. Observe the relevant Movement Area speed limits at all times.



Comply with the standard rules of the road when overtaking and passing othervehicles.

Observe and comply with ‘low headroom’ signs. Carry only the ‘permitted’ number of passengers in the vehicle. All passengers must be seated. Ensure that all loads are safe and secure. Doors and shutters must be closed when

operating airside. Observe reversing procedures Note. Either use a banksman or provide Head of

Airside Operations with an adequate risk assessment. Observe all parking restrictions. Apply the handbrake when the vehicle is parked. Personnel in vehicles must remain entirely inside the vehicle. Do not drive across aircraft stands unless involved in the turnround on that stand. Do not park underneath an aircraft wing unless you have an operational requirement

to do so. Drivers are advised to avoid using Inter Stand Clearways unless absolutely necessary. Do not park or leave equipment in the Inter-stand Clearways. Report all vehicle unserviceability without delay. Do not park or leave equipment in the cross-hatched No Parking areas Do not drive under the influence of drink, drugs and intoxicating substances.

2.3. Airfield Maps

All vehicles that are required to operate on the manoeuvring area must be equipped with a current Manchester Airport Manoeuvring Area Map.

The Manoeuvring Area Map clearly shows all taxiways, runways, holding points and vehicle routes marked with their appropriate designation. It also details important telephone numbers and the actions for a driver to undertake in the event that the vehicle should break down or that the driver should become unsure of his/her position on the airfield during Low Visibility Procedures (LVP’s).

Drivers of vehicles that operate solely on the aprons and apron road system should be given access to the Manchester Airport Apron Road System Map to maintain familiarisation of the apron road system layout. All Airfield Maps are available on Manchester Airport’s website: http://www.manchesterairport.co.uk/ops

Availability of The Manoeuvring Area Map must be included in the Vehicle Walk round Inspection Check List as detailed within Annex 3 of Manchester Airport’s ‘Vehicle and Equipment Standards for Operating Airside’.

2.4 Wearing of Seat Belts

It is a requirement that all vehicles operating airside at Manchester Airport are fitted with seat belts compliant with the Department for Transport Construction and Use Regulations.

Drivers and passengers of vehicles fitted with airbags MUST always wear seat belts. Airbags are designed to lessen the likelihood of serious injury to persons wearing seat belts. If seat belts are not worn, unrestrained drivers and/or passengers could sustain injuries from airbags in the event of a vehicle accident




Side facing seats such as those fitted to crew buses are not required to have seat belts fitted. It is highly recommended that drivers and passengers wear seat belts at all times when operating airside. Seat belts can significantly reduce the severity of injuries sustained in the case of an accident, even at low speeds.

Operators of vehicles operating airside are reminded of their obligation to ensure that seat belts are fitted and in good working order.

2.5 Airside Vehicle Operations – Engine Idling

No vehicle should be left unattended anywhere on the airside area with its engine running. This is to prevent risks such as overheating and consequent fire and to prevent un-necessary vehicle pollution. When a driver leaves their vehicle, for any period of time, it must be switched off and

securely parked. Likewise, where the driver expects to be stationary for a period of time,

for example while waiting for an aircraft to arrive on stand, the engine should also be

switched off.

This instruction applies to vehicles in all areas of the airfield. The only exception is where there is a justifiable need for the engine to be running (for example on ambi-lift or catering vehicles which are being used but on which the driver’s seat may be un-occupied).

2.6 Vehicle Manoeuvring and/or Parking under Aircraft Wings.

Manoeuvring and/parking vehicles under an aircraft wing presents a safety hazard; for example should an aircraft vent any fuel. It also impinges on the safe separation distance between vehicles and aircraft and raises the potential for an Incident/accident.

Only vehicles that have an operational requirement to park under an aircraft wing may do so. Examples of such vehicles might include those of aircraft refuellers or aircraft maintenance companies.

All other vehicles must manoeuvre at a safe distance from aircraft wings.

2.7 Towing of Aircraft Steps

It is a requirement that all trailed equipment is towed in a safe manner.

It is the responsibility of the operator to ensure aircraft steps are maintained in good working order and that operatives carry out a walk around check prior to the steps being used. Prior to a tow commencing, the stabilisers must be fully raised to prevent grounding and all loose or detachable items must be removed.

To avoid the potential collision between taxiing aircraft and vehicle traffic on the Apron road system, passenger steps should be lowered to a height of a maximum of 4.3 metres prior to transportation. It is recommended that all towable steps be marked clearly to enable operatives to determine the correct towing height.

Whilst towing, consideration must be given to the speed of travel, most particularly when manoeuvring aircraft steps in confined spaces and/or around corners.



In cases of adverse weather conditions, e.g. strong winds, vehicle and equipment operatives must ensure aircraft steps are in the fully lowered position before commencing a tow as the likelihood of them toppling significantly increases with height. Furthermore, slower towing speeds will be necessary as the likelihood of aircraft steps becoming unstable increases with stronger wind conditions.

Steps must be parked in designated bays with the parking brake applied and stabilisers lowered such that they cannot inadvertently move.

3. BUS AND/OR COACH OPERATION ON TERMINAL 2

The availability of space on the Terminal 2 head of stand road system means that it is not possible to facilitate safe bus and/or coach operations in both directions along this stretch of road. Therefore, a one-way system for buses and/or coaches must apply.

Buses and/or coaches transiting north along Terminal 2, i.e. from stand 200 in the direction of stand 215, must use the head of stand road system.

Buses and/or coaches transiting south along Terminal 2, i.e. from stand 215 in the direction of stand 200, must use the rear of stand road system. At no time should buses and/or coaches’ transit across vacant stands or drive between aircraft on pier served stands.

Passengers will enter/exit the bus or coach at the head of stand road system.

4. SPEED LIMITS

Location Speed Limit Entering Buildings 5 MPH Apron Stands 5 MPH T3 Coaching Lane 5 MPH T1 Southern Front Apron Road leading to Baggage Hall Entrance

5 MPH

T1 Stand 12 Link Bridge HOS Road 10 MPH North Road (IDLEX to North Gate) 5 MPH Western Maintenance Area 10 MPH Apron Roads 20 MPH Perimeter Road 20 MPH Other Roads 20 MPH

Drivers must note that:

Speed limits must be adjusted according to prevailing weather conditions. Vehicle speeds are monitored on an ad Hoc basis by Manchester Airport Airfield

Operations.



5. USING MOBILE PHONES OR PERSONAL ELECTRONIC DEVICES AIRSIDE

The Manchester Airport Policy on the use of mobile phones and PEDs describe the Instructions to personnel working airside in relation to using mobile phones or PEDs and driving airside.

The use of hand held mobile phones or PEDs such as tablet, laptop and I Watch by drivers of moving vehicles airside; including supervising or escorting a non-Airside Driving Permit holder is prohibited.

Hands-free phones may be used but must be installed according to the manufacturer’s instructions and should follow the British Standards Institution’s Guide to In-vehicle Information Systems (DD 235:19196).

The use of hands-free phones is prohibited if the handset is still being held during use.

Under no circumstances should mobile phones or PEDs be used within the aircraft re fuelling zone unless the handset is intrinsically safe.

A fuelling zone is established when aircraft-fuelling operations are in progress, extending at least 6 metres radially from the aircraft filling and venting points, and from any part of the fuelling vehicle and equipment including hoses.

It is the responsibility of all airside users to ensure passengers embarking or disembarking aircraft whilst re-fuelling is taking place comply with this safety procedure.

Exemptions

The only permitted use of a hand-held mobile phone whilst driving is for a genuine emergency call to Airfield Operations on ext. 3331 or the Manchester Airport Emergency ext. 2222, and only if it would be unsafe for a driver to stop.

Any person using a mobile phone or PED whilst driving airside will have their driving permit revoked and be issued with an Airfield Occurrence Report (AOR).

6. VEHICLE IGNITION KEYS

It is the responsibility of all airside vehicles and/or equipment operators and their operatives to ensure that an unauthorised driver cannot use a vehicle and/or piece of equipment. To prevent vehicles fitted with a key ignition being moved without consent, such vehicles must have their ignition keys removed whilst parked unattended on aircraft stands, head of stand roads, or other locations authorised for the parking of vehicles.

To prevent vehicles not fitted with a key ignition being moved without consent, such vehicles should, where reasonably possible, have their battery isolated whilst parked unattended on aircraft stands, head of stand roads, or other locations authorised for the parking of vehicles.

At all times, all vehicles must be accessible via the driver’s door in the event that the vehicle needs to be moved for safety reasons.



6.1 Exemptions

Vehicles and/or equipment that depend on engine power to carry out their function (for example hydraulic lifts) and Airfield Operations vehicles where the driver is carrying out duties close to the vehicle (for example aircraft marshalling) are exempt from this notice.

7. AIRSIDE TOWING RESTRICTIONS

A maximum of 4 Baggage Trailers (all types) and 4 Freight & Cargo Trailers is permitted to be towed airside. NB. Maximum of 3 trailers inside buildings

All trailers must have red or amber reflectors at or near each end, clearly visible in conditions of poor visibility or in darkness. High intensity reflective sheet material or reflective paint is an acceptable alternative.

8. SECURING OF LOADS

Airside drivers are responsible for ensuring that all loads are safe and secure whilst

transporting them airside. Anything carried in or on vehicles and trailers must be

secured. Vehicle doors and shutters must be closed.

9. DRIVING ON THE MANOEUVRING AREA

The following statements outline specific instructions for driving on the manoeuvring area.

9.1. Taxiways

In addition to the driving procedures, drivers are to comply with the following: Retain situational awareness by listening and looking. Monitor the appropriate RTF frequency for the area of operation. Avoid distractions, concentrate.

9.2. Runways

For the purpose of this instruction, the runway is deemed to include the relevant ‘Cleared and Graded Area’

In addition to the driving procedures, drivers are to comply with the following: Obtain permission from ATC. Use dipped headlights. Monitor other activity on the runway, at holding points, final approach, in the circuit

and in the climb out by looking and listening.

9.3 Free Ranging

Free Ranging permits vehicles to operate without the requirement to contact ATC. A list of call signs authorised to Free-Range is held by the HAO. Vehicle drivers are only permitted to ‘free range’ in the area within which their permit allows them to drive. Free ranging does not apply to runways.

Free Ranging is not permitted when LVPs are in operation.



Drivers of Vehicles Free Ranging are responsible for: Operating within the privileges of their ADP. Maintaining their own separation from aircraft; aircraft under tow and from other

vehicles. Maintaining a ‘listening watch’ on the appropriate ATC frequency. Contacting ATC when requiring to cross or enter a runway.

9.4. Action when Lost on the Manoeuvring Area

If you become lost or unsure of your position whilst on the manoeuvring area, the following actions should be taken:

Drivers are to report to ATC (by RTF) Immediately. ATC will stop all movements untilthe location of the vehicle is ascertained.

9.5. External Vehicle Markings for Manoeuvring Area Vehicles

Vehicles that are used on the Manoeuvring area must be highly conspicuous and visible to aircraft and other vehicle operators.

Vehicles that are required to operate on the Manoeuvring area during the hours of darkness must conform to the vehicle marking requirements.

All vehicles that are required to operate on the Manoeuvring area during the hours of daylight only must comply with the vehicle marking requirements.

Minimum vehicle markings are to be applied as follows;

Rear of the Vehicle

A complete contour line marking should be applied using red marking tape.

The conspicuity marking should be as close as practicable to the edge of the vehicle and

should be at least 80% of the overall circumference of the vehicle, without obscuring

windows, vehicle lighting or registration plates if fitted. The actual width of the marking

tape should be at least 50mm and should conform to EC regulation 104 to ensure the

requirements for durability, colour and reflectivity.

Side of the Vehicle

A complete contour line marking with a partial contour line marking [corner sticks] must

be applied.

The contour markings shall equate to at least 80% of the vehicle length using yellow

marking tape only.

The length of the upper corner marking tape must be a minimum of 25cm in each

direction or as large as the vehicle shape and windows will allow. The actual width of

the marking tape should be at least 50mm and should conform to EC regulation 104

to ensure the requirements for durability, colour and reflectivity.



Roof of the Vehicle

The roof of the vehicle must be covered by at least 80% of its surface area with a

refractive material that conforms to the requirements of Regulation ECE 104 or be

painted with “356 Golden Yellow” paint as per British Standard Specification 381C.

Further Information

Vehicles used to access the manoeuvring area which do not meet MA’s vehicle marking

requirements must be escorted by an Airfield Operations vehicle by the date specified

in paragraphs 3.2 and 3.3.

Ad-hoc specialist vehicles which do not meet the requirements may be permitted subject

to prior agreement and the application of other safety measures agreed during the work

planning process.

Exemptions

Airfield Operations vehicles will remain highly conspicuous with their unique markings

which enable such vehicles to be easily identified.

Vehicles that have reflective markings which cover a greater surface area than the required

minimum standard and conform to current legislation, this includes UNECE 7001

regulation and mandate R48.

10. RADIO PROCEDURES

All users of operational radios at MA must have received appropriate training by their employer.

All organisations using radio facilities on MA are required to have the approval of NATS Telecommunication Engineering Manager.

The following radio disciplines must always be observed when using the RTF on the Manoeuvring Area at Manchester Airport: Use the correct frequency for the area of operation. Use standard RTF phraseology at all times. Carefully monitor relevant frequencies. Listen carefully to instructions. Use the Vehicle Call sign on every RTF transmission. Readback appropriate ATC instructions.

10.1. Radio Failure Procedures

If working under ATC approval on a Runway and you suffer a radio failure you must vacate at the earliest opportunity and seek a REFUGE area. You must then make contact with ATC Watch Manager on 0161 499 5336 using other means available, for example, mobile telephone, adjacent fixed landline telephone or alternative radio frequency. ATC will provide safe guidance or will request an Airfield Operations vehicle to assist.



If working under ATC approval on the Taxiways and you suffer a radio failure, complete your approved journey. When in a safe location contact ATC by other means to confirm you have vacated the manoeuvring area.

If towing an aircraft and you suffer a radio failure on the manoeuvring area, you must hold your position until assistance arrives.

If Free Ranging and you are able to vacate the manoeuvring area to the Apron Road System or Airfield Perimeter Track without crossing a Runway, then do so at the earliest opportunity.

11. DRIVING DURING LVPs

See ASI 15 Low Visibility Procedures

12. INTER-STAND CLEARWAYS

Inter-Stand Clearways (ISCs) are a common feature on aprons at international airports in the UK and overseas. They are intended to indicate, by way of ground markings, the lateral extent of an aircraft stand and a clear route by which vehicles involved with aircraft turnround activity or Emergency Response may transit between the front and rear of a parked aircraft. The Speed limit of 5mph applies to all Inter Stand Clearways.

Clearways are especially important for provision of an unobstructed route for access of emergency vehicles and egress of fuelling vehicles. The ISC is delineated by a ‘saw tooth’ white line each side. The width of the ISC is 6 metres and its positioning allows a minimum of 1-metre buffer from the wingtip of the largest span aircraft type using the stand. The ISC will extend from the head of head or equipment area to the rear of stand roadway or taxiway strip lines, whichever is applicable.

The Inter-Stand Clearway must at all times be kept clear of parked, unattended equipment. ISCs are not intended to be used to pre-position vehicles and equipment awaiting aircraft arrival. Misuse of ISCs will be treated as a safety occurrence and recorded as such by MA Airfield Operations. Such events may result in action being taken under the Airfield Infringement scheme. A number of clearways have been installed with zones that have been marked in red. The red zone area of the Inter-stand clearway delineates an area that must be kept clear of any obstacles when aircraft are manoeuvring on or off an adjacent stand. The red zone provides suitable clearance from an aircraft wingtip when parking on an adjacent stand

Vehicles / Equipment transiting or left unattended in the red zone whilst an aircraft is manoeuvring on or off an adjacent stand could cause a wingtip collision. Drivers may pass thoroughly the red zone area of an Inter-stand clearway as normal when aircraft are not manoeuvring on or off adjacent stands

The driving or parking of vehicles / equipment in the red zone whilst an aircraft is manoeuvring on or off an adjacent stand is subject to Manchester Airport’s Infringement Scheme.

13. TERMINAL COACH LANE BETWEEN STANDS 21 & 22

The coach lane between stands 22 and stand 21 that serves gate 20 A, B, C and D is only to be used for Manchester Airport coaching operations. This lane is designated ‘one



way’ only in the direction from Stand 22 to Stand 21 and must not be used as a short cut by other vehicles and equipment.

Vehicle and equipment parking is prohibited in this area.

Exceptions to this rule are Rescue and Fire Fighting Response, Medical Emergency and Airfield Operations Personnel for essential requirements

14. INFRINGEMENT SCHEME

All fines will be directed to the individual’s employer. The following list represents infringements of safe and best practice commonly associated with Airfield Driving, but is not exhaustive. The list has been compiled as a guide to how the Airfield Occurrence Report (AOR) will be issued.

Personal Vehicles Exceeding the required airside speed limits.

Obstruction light not illuminated.

Obstructing taxiing aircraft. Faulty towing connections. Failure to carry an ADP whilst driving airside.

Bald tyres.

Driving with an invalid driving permit. Vehicle cabs containing Foreign Object Damage (FOD).

Reversing a vehicle without a banksman. Failure to display a current Airside Vehicle Permit.

Careless driving. Defaced Airside Vehicle Permit. Encroached Taxiway. Driving a red-tagged vehicle. Parking or leaving equipment unattended in an Inter-stand Clearway.

Some offences may be considered to be of a minor nature by Airfield Operations staff who have the discretion in such circumstances to offer verbal advice only. However offender’s names will be noted and if found to be persistent, offenders will be given an Airfield Occurrence Report. All other infringements will be recorded and presented to Service Partners by way of a monthly report.

Any vehicle found to be defective will be red tagged and will be removed and placed out of service until rectified.

Anyone found to be driving a vehicle that has been taken out of service will be subject

to the AOR process and maybe subject to a disciplinary.


ASI 32- Airside Vehicle & Equipment Standards



1. GENERAL

All vehicles and trailed equipment operating airside at Manchester Airport must be

maintained and inspected in accordance with CAA CAP 642 Airside Safety Management

and DVSA 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.

2. RESPONSIBILITY

Responsibility for the safe condition of vehicles/equipment, the inspection regime safety

inspection records and rectification of defects lies with the operator.

Any changes to an operator’s maintenance regime or facility must be reported to the

Operational Compliance Auditor.

Operators must adopt and be able to demonstrate a robust method of auditing and

assessing their maintenance provider’s performances with respect to quality and

compliance. The maintenance provider facility must also have in place a robust quality

control system in line with current DVSA requirements.

Operators must ensure the presence at all times of an authorised and competent person

who has the authority to remove any vehicle/equipment from the airfield, should a safety

issue arise.

The operator is responsible for ensuring that employees who operate airside

vehicles/equipment are appropriately trained to pre check the vehicle/equipment prior to

use and to report defective vehicle/equipment. Minimum requirements ref to, ANNEX 3

VEHICLE DAILY WALKROUND INSPECTION CHECK LIST available on Manchester

Airports website: https://www.manchesterairport.co.uk/ops

Operators must inform employees of their responsibilities regarding vehicle/equipment and

the legal responsibility to ensure vehicle/equipment is safe prior to use.

Operators should have a written contract or Service Level Agreement with their

maintenance provider, this should cover items such as frequency of service and safety

inspections, items checked during inspections, rectification of defects found during

inspections and keeping of records.



Manchester Airport requires a right of access to premises of the maintenance records for

audit purposes.

3. REQUIREMENTS OF A VEHICLE / EQUIPMENT SAFETY SYSTEM

3.1 Safety Inspections

First Use CAP 642 Initial Safety Inspection is required prior to any vehicle and trailed

equipment being operated airside for the first time. A declaration should be made to state

the vehicle is new to operating airside at Manchester Airport

A maintenance provider must carry out CAP 642 Safety Inspections

All vehicles under 7.5 tonnes and trailed equipment that are less than three years old

require an annual CAP 642 safety Inspection up to and including the third year; thereafter

a 17 week inspection regime must be adopted.

Vehicles over 7.5 tonnes that are less than one year old must have a first use CAP 642

Inspection followed by another inspection at 12 months; thereafter a 17 week inspection

regime must be adopted.

Out of Service vehicles that do not conform to the CAP schedule must return the AVP to

MA Motor Transport. This can then be registered as not in service and the AVP will be

suspended. Failure to suspend an AVP on a piece of equipment after a period of 8 weeks

or exceeding the CAP schedule by a period of 8 weeks will result in MA Motor Transport

having to CAP 642 inspect the equipment at the operator’s expense.

A safety inspection relates only to the condition of the vehicle/equipment at the time of the

inspection, it does not confer its reliability.

CAP 642 Safety Inspection Sheets must include items listed within Annex 1 and 2 available

on Manchester Airport’s website http://www.manchesterairport.co.uk/aviation-

professionals/doing-business-with-us/airfield-operations/document-library/vehicle-and-

equipment-standards-for-operating-airside/

and include the inspectors and operators name, date of inspection, the vehicle/equipment

identifying number and any remedial work carried out should also be detailed on the CAP

642 safety inspection sheet.

All vehicle/equipment CAP 642 inspections must comply with:

• Department of Transport Test Certification

• CAA CAP 642

• PUWER and LOLER

• Manchester Airport Vehicle and Equipment Standards

• Manchester Airport CAP 642 Supplementary Vehicle Inspection Items

Vehicles and equipment that are to be safety inspected must be clean and FOD free.

Compacted dirt, grease or other contaminates on the vehicle is not conducive for carrying

out effective safety inspections.



A Safety Inspection can be a stand-alone inspection or may be part of a more

comprehensive inspection. CAP 642 Safety Inspections do not negate the need to carry out

manufacturer’s maintenance procedures. These should be incorporated into the

maintenance regime.

3.2 Facilities for Inspections

A maintenance provider must have facilities commensurate with the type and size of fleet

and equipment they inspect and maintain and must be able to demonstrate compliance

with DVSA standards and test equipment.

A diesel engine smoke meter (or a 4 gas analyser if petrol) should be used to ensure that

the level of exhaust smoke is within the legal requirements. Information on the levels of

permitted exhaust smoke is contained in DVSA annual test inspection Information online. A

certificate of conformity for exhaust emissions should be produced at all CAP 642

inspections and retained by the operator.

A maintenance provider must also have a brake tester for the purpose of checking brake

efficiency. While a decelerometer may be adequate for some vehicles that are not roller

test compatible e.g. (low ground clearance, fuelling and 4x4 vehicles), the use of a roller

brake tester is compulsory. A roller brake test is an important indicator of braking

efficiency, although not a substitute for a robust maintenance programme.

At the time of the CAP 642 inspection the tester must produce a print to record the

outcome results, these results certificates must be signed and dated by the tester and

retained by the operator in the vehicle records file.

The following represents a non-exhaustive list of appropriate facilities:

• Undercover accommodation for the largest and maximum number of

vehicles to be maintained at any one time so that safety checks are

conducted to a satisfactory level in all weathers.

• Tools and equipment appropriate to the size, nature and types of fleet must

be made available.

• Adequate under vehicle inspection facility. Ramps or pits may not be

needed if the vehicles have enough ground clearance for a proper

inspection to be made on hard standing.

• Adequate lighting for the purposes of carrying out inspections in

accordance with HSE Workplace health, safety and welfare.

• A suitable calibrated brake test equipment (e.g. a roller brake tester,

decelerometer)

• Suitable calibrated headlamp test equipment

• Suitable calibrated engine exhaust emission test equipment

• Steam or pressure under-vehicle washing facilities

• A tyre tread depth gauge



Trailed Equipment

CAP 642 Inspections on all trailed equipment must be carried out inside a maintenance

facility. No CAP 642 inspections may be carried out airside by the maintenance provider or

operator. These inspections should be undertaken in the designated safe area at the

maintenance facility. Operators are reminded of the need to conduct a full examination on

trailed equipment, to include wheel bearing checks and under body structure.

All parking brakes need to hold the equipment when unattended and the CAP 642 tester

should use his skill and judgement in accessing the effectiveness of the brake.

Any trailer or GPU fitted with an engine must be subjected to an emission test at the CAP

642 Inspection.

3.3 Inspections

Operators must ensure that any persons carrying out safety inspections are suitably

qualified and competent on the type of vehicle and equipment being inspected. A working

knowledge is not sufficient. Where applicable, evidence of a formal qualification in vehicle

maintenance and examination is required to be able to carry out the CAP 642 Inspection.

Evidence of individual competency must be made available upon request by MA and be to

Manchester Airport’s satisfaction.

If an inspector requires assistance during the inspection or audit process, then the operator

must ensure a person(s) in attendance are familiar with the operation of that

vehicle/equipment under test.

3.4 Records

A twelve-month planner should be used to ensure accurate frequency of vehicle/equipment

inspections and evidence of such made available to Manchester Airport upon request.

Each vehicle / equipment should have its own file containing the following maintenance

records where relevant:

• CAP 642 Safety inspections sheets (Annex 1 or 2)

• Defect Reports

• MOT paperwork

• Exhaust emissions and brake efficiency print outs

• Modification or remedial works paperwork

• Daily walk round inspection sheets (Annex 3)

• Certification of any statutory test items

Any records of inspections and remedial works, including drivers walk round checks

detailing defects, must be kept for a minimum of three years and operators must ensure

that such records are dated, signed and available at all times for inspection/auditing

purposes.

A nil fault reporting system should be adopted by operators with respect to drivers walk

round checks. A nil defect report sheet may be discarded after 14 days.



A logbook record of Walk Round Inspections will suffice in most cases providing no faults

have been found.

Computer records are acceptable provided they contain the requisite level of information

and details. Electronic means of vehicle walk round inspections must contain all the

relevant data to facilitate a full audit trail with individual ownership. All paper inspection

sheets must be completed and signed by the person who carried out the inspection.

3.5 Daily Walk Round Inspection

Daily Walk Round Inspections of vehicles and equipment are mandatory. It is the

responsibility of the operator to ensure these checks are carried out and any defects

recorded and corrected. The operator must ensure its drivers and staff are aware of this

requirement.

A responsible, competent person trained to carry out vehicle walkround examination

checks, must carry out daily Walk Round Inspections prior to each use of any

vehicle/equipment.

Vehicles with multiple drivers should receive a walk-round inspection once in any twenty-

four hour period. The walk round check must include the whole vehicle including any

combination of trailers or dollies.

Vehicle defects must be recorded and reported to a competent person who has the

authority to ensure that appropriate action is taken to rectify any defects found.

The driver’s walk-round inspection must be recorded signed and dated by the driver. This

record must then be kept with the vehicle maintenance records held by the operator. These

maybe scanned to form a vehicle computer record.

Any equipment/vehicle found to be unserviceable that does not meet the conditions of the

Emergency Breakdown and Minor Repair Procedure must immediately be removed from

the airfield, by the operator until maintenance work has been completed to the required

vehicle and equipment standards for operating airside at Manchester Airport.

Cargo and Baggage Trailers

Due to the nature of how cargo and baggage trailers are used it is not a requirement for

operators to carry out daily walkround inspections. The 17 week CAP 642 Inspection is

deemed a reasonable inspection period. However, Operators are encouraged to carry out

daily / regular visual inspections to ensure trailers are in a safe operating condition.

The Daily Vehicle Walk-round Check List must include those items contained within the

sample Annex 3 available on Manchester Airport’s website

http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-

operations/document-library/vehicle-and-equipment-standards-for-operating-airside/



3.6 Ramp Vehicle Safety Inspections

All airside vehicles/equipment will be subject to Vehicle CAP 642 Inspection spot checks.

Staff from MA will carry out the airside spot check inspections and have the authority to

issue Prohibitions and/or Defect Notices and if necessary remove the AVP.

Any vehicle/equipment deemed to be in a dangerous condition by having a Safety

Significant Defect will be issued with a Prohibition Notice and the AVP will be removed and

the vehicle/equipment will be prohibited from the airfield.

If a Prohibition Notice is issued for the vehicle/equipment the Company will remove the

AVP and request immediate removal from the airfield. The Prohibition will be recorded by

Operational Compliance Auditor and the Operator will be notified of the defect/s.

The Operator shall ensure the vehicle/equipment fault is rectified and CAP 642 inspected

by the Company’s Motor Transport prior to the vehicle/equipment being returned Airside

for use.

If a Defect Notice is issued for a vehicle/equipment fault, the items listed within the defect

notice should be rectified at the earliest opportunity. An Airfield Occurrence report (AOR)

will be issued to the Operator recording the defect/s.

The Operator must respond to the AOR within 21 days of the notice being issued and

detail the actions taken to rectify the defects.

Operators must ensure access and assistance to their premises, vehicles and equipment

and premises of their maintenance provider is afforded to Manchester Airport.

3.7 Vehicle and Equipment Repairs Airside

The carrying out of general servicing/maintenance works on all vehicles and equipment

including all trailed equipment on the apron area is strictly forbidden.

Exceptions

Only emergency breakdown or minor repairs to the vehicle/equipment may be carried out

airside subject to the following procedure:

Emergency Breakdown

The Operator must inform the ADM immediately if a vehicle/equipment breaks down in the

Aerodrome Movement Area and cannot be moved.

The ADM may decide that the oversight of this situation may benefit from the deployment

of the Manchester Airport Motor Transport Apron Fitter who would act as the Subject

Matter Expert providing technical advice.

If the airside operator of the vehicle/equipment and or the leasing company/owner wish to

arrange a third party recovery company, this must be approved by the ADM.



The ADM will provide oversight with operational staff or the Manchester Airport Motor

Transport Apron Fitter to escort all third party recovery agents onto the Aerodrome.

(Manchester Airport Motor Transport Apron Fitter fees will apply).

Vehicles/equipment that require routine maintenance or repairs that operate airside, must

be taken landside for any collection and delivery service offered by the maintenance

provider. The use of recovery vehicles to aid this service within the Aerodrome Movement

Area is strictly forbidden.

Minor Repair

The Operator or repairing agent is granted a period of no more than 30 minutes to carry

out a minor repair. All repairs must be carried out safely and comply with the requirements

detailed within this procedure.

Prior to any repair being carried out the Operator or the repairing agent must conduct a

dynamic safety risk assessment against factors such as the risk of FOD, fire, fluid leakages

and personal injuries to third parties.

Minor repairs that have the potential to cause an environmental impact must be approved

by the ADM via the Apron Fitter prior to the repair being undertaken.

If feasible the operator or repairing agent will facilitate the removal of the

vehicle/equipment to an appropriately marked vehicle/equipment parking bay.

Vehicles/equipment must have the battery isolated from use prior to any electrical work

being undertaken.

Tyre Repairs and Replacement

The carrying out of tyre renewal and repairs to vehicle and equipment inner tubes on split

rim wheels on the apron area is prohibited unless carried out in accordance with HSE

publication INDG433.

The changing of a complete tyre and wheel assembly (inflated to the correct pressure) is

permitted. The vehicle/equipment must be parked in a designated equipment parking area

and appropriately secured to prevent use (red tagged to inform the operator). The use of

axle stand and wheel chocks is mandatory.

Maintenance providers must use suitably calibrated and certified tools and equipment

appropriate for the vehicle/equipment type.

Maintenance providers / operators must contact the Airfield Duty Manager and seek

approval for vehicles/equipment that need to be left unattended in the parking area if the

wheel/tyre is taken to a facility for repair.

The Operator or repairing agent must ensure when undertaking a minor repair that the

area remains clear of FOD. The area must be inspected on completion of the repair to

ensure that no FOD remains.



Emergency Breakdown and repair in excess of 30 minutes

Where a vehicle / equipment is deemed to be an emergency recovery, breakdown or

repair in excess of 30 minutes MA’s Motor Transport Apron Fitter must be contacted for

approval prior to any work being undertaken.

The MT Apron fitter will agree the timeframe required to carry out the repair or recovery of

the equipment, and record the information in the MT Apron Fitter log book.

The following repairs will not be approved:

If the unit is required to be jacked up from the ground except for the removal and

replacement of a road wheel during a tyre repair replacement, or to facilitate the

removal of the vehicle/equipment.

A vehicle or equipment that requires a prolonged major repair that is unable to be

removed from the airfield immediately will be red tagged by the Apron Fitter. A time

frame will be agreed by the Apron Fitter to facilitate the removal to an appropriately

marked vehicle and equipment parking bay.

The MA’s Motor Transport Apron Fitter has the right to refuse any task which is

deemed unsafe or unacceptable to be carried out in the airside environment. In

such situations the equipment must be recovered off the airfield prior to work being

undertaken

The removal of vehicles /equipment would be facilitated from the landside. No

airside parking area will be provided for third party recovery operators.

Safety Infringement

The operator or repairing agent who fail to comply with these procedures will incur a £100

fine.

3.8. Modifications, Adaptations or Alterations to Vehicles / Equipment

Conventional road vehicles that have been modified must still comply with the standards

contained in the DFT Construction and Use Regulations 1986, irrespective as to whether

the vehicle is being used on public roads or not.

Non-conventional vehicles that have been modified must have one of the following:

• Change of Use Notification from DVSA

• Insurance letter covering the modifications

• Coach Builder Certification

A vehicle must be resubmitted for a safety inspection and Airfield Safety and Compliance

are to be informed in writing should any modifications be carried out. The vehicle must be

made available for inspection as required by Manchester Airport.



3.9. Operating Unserviceable Vehicles and Equipment

Should the Operator fail to comply with reasonable direction issued by the Company to

move vehicles or equipment that is either unfit to operate or defective, within the specified

time the Company may remove and store the equipment. The Operator will be charged a

removal fee of £50 per item or such other fee as the Company shall from time to time

publish.

3.10. Self-Certification

Requirement for obtaining self-certification for vehicle maintenance at Manchester Airport

are available in the document “CAP 642 Vehicle Maintenance Self Certification

Agreement” and on Manchester Airport’s website http://www.manchesterairport.co.uk/ops

4. AIRSIDE VEHICLE PASSES

Manchester Airport Motor Transport (MA MT) will issue all AVPs on behalf of Manchester

Airport Group (MAG) and an AVP will remain the property of MA.

Passes are issued from the MA MT facility at Hangar 4/ CAP 642 reception, which is

located in the Western Maintenance Area at Manchester Airport between the hours of

07:30 to 15:30 Monday to Friday.

A charge of £25.80 will be made for the issue of an AVP however; this may be reviewed at

MA’s entire discretion.

An administration fee of £25.80 will be levied by MA to replace lost or stolen AVP’s.

The operating protocol forms part of Manchester Airports Safety Management System and

this requires that every vehicle/equipment operating airside should have its own AVP that

must be displayed on the vehicle/equipment at all times when operating airside. For such

a permit to be issued the operating protocol further requires that the vehicle/equipment be

inspected by a suitably qualified and competent person, trained in the techniques of vehicle

examination, diagnosis and reporting, prior to its initial use airside and inspected every 17

weeks thereafter.

The operation and use of vehicle/equipment with an expired AVP is strictly prohibited and

will be subject to the MAN infringement policy.

There are Three different types of AVP available as follows:

Permanent (Blue)

Issued to vehicles under 3 years old on production of a valid Inspection Certificate or a

self-certification form stamped by the operator, this pass can be validated for up to 12

months.

Temporary (Green)

Issued to non-self certified companies for vehicles over 3 years old and on production of a

valid Inspection Certificate. This pass is valid only for up to 17 weeks.




Escorted Access (Yellow)

Issued for a limited period of up to five working days, for an operator with reason to have

short-term vehicular access airside, or up to 17 weeks with a valid Inspection Certificate

issued by MT regardless of the age of the vehicle.

The yellow AVP must be returned to the MA Cap 642 reception, within 7 days of its expiry

date, failure to comply will have the sponsoring company suspended from being issued

with any further form of AVP until compliance of this policy is adhered to.

This permit does not confer access without the vehicle being escorted at all times whilst

operating airside. The vehicle must not be parked airside overnight and must leave the

airfield at the end of the working period.

The information recorded on an AVP will be as follows:

• The AVP expiry date

• A printed serial number of the AVP

• The vehicle/equipment identifying number

• Make/model of the vehicle/equipment to which the AVP is to be issued

• Vehicle Seating Capacity

• The vehicle Operators Company name

• A contact telephone number (24hrs if vehicle parked airside)

• Approved access security zones: All areas, Critical part

4.1 Exceptions

• Police vehicles attending an emergency

• Specialist military vehicles attending an emergency escorted by police

vehicles.

• Local authority fire appliances attending an emergency

• Local authority ambulances attending an emergency

• Local authority or private ambulances on non-emergency duties, by

arrangement, maybe escorted onto the Airfield by GMP.

• On occasions, contractors or vehicles carrying abnormal or indivisible loads

can be escorted onto the airfield by a competent person, subject to current

security arrangements, and escorted by an authorised person from the client

company.

4.2 Application for an AVP

In every case an official Manchester Airport Airside Vehicle Permit Application Form must

be completed by an Operator applying for an AVP, or in the case of a Self-Certifying

Stamp holder a CAP 642 Manchester Airport Self Certification declaration form that the

vehicle is part of a compliant maintenance regime.

A valid Airside Liability Insurance Certificate, a CAP 642 Certificate and vehicle inspection

documentation must be provided with each and every application for an AVP as well as a

written declaration that all items have been tested are in appropriate working order and

condition and that all statutory and regulatory requirements have been complied with.



Should MA MT have reason to doubt the authenticity or validity of any of the

documentation provided in connection with the application for an AVP, then the

application will be rejected and Airfield Safety and Compliance Department advised of the

refusal.

4.3 The Issue of an AVP

The issue of an AVP does not guarantee the right to drive or operate any

vehicle/equipment airside and parking restrictions and apron rules and regulations must be

adhered to at all times.

Application for privately owned or non-operational vehicles will not be authorised.

MA MT will ensure that the AVP does not expire on either a Saturday or Sunday; this will

allow the Operator to have access airside with the vehicle when MA MT is closed over the

weekend, and similarly an AVP should not normally expire on a Bank Holiday.

MA MT may at its discretion refuse to issue an AVP if the person issuing the AVP has reason

to suspect that an AVP is, or has previously been misused by the person or Company

requesting the issue of an AVP.

An AVP is issued by reference to the condition of the vehicle/equipment as presented on its

first use CAP 642 safety inspection.

Any modifications, adaptations or alterations to a vehicle require a further inspection by a

competent person, to confirm that it remains compliant with manufacturer’s

recommendations and has obtained confirmation and cover from the Operators insurance

company before being used airside.

4.4 Security Obligations

AVP’s are non-transferable. Should an operator sell, scrap, transfer or otherwise dispose

of a vehicle/equipment then the operator to whom the AVP was issued, must immediately

return the AVP to MA MT to be cancelled.

In line with existing procedures any lost or stolen Airside Vehicle Permits or other temporary

vehicle permit must be reported as soon as practically possible to either Manchester

Airport’s Pass Office or Motor Transport, or other appropriate issuing body.

However, the reference number needed when reporting a loss as described above is now

available by reporting the lost item online at www.reportmyloss.com/uk rather than ringing

the police or attending a local police enquiry counter.

This enables staff members to report their loss on line, create a lost report, obtain a lost

property reference number, and in the event of the item being recovered, the owner will be

notified of its whereabouts for collection.

If the item is lost outside of the Greater Manchester area, you should contact the

appropriate police force to report the matter (www.police.uk/contact/force-websites/).

Alternately you can report it online via www.reportmyloss.com, however dependant on

which police force area the item has been lost in, you may have to pay a fee (free in GMP

force area).



If the item has been stolen, the existing procedure of reporting the theft to the police by

calling 101 or visiting your local Public Enquiry Counter should be followed. A

crime/incident number will be given which will then be given to Manchester Airport when

reporting the theft of the item.

AVP’s must also be returned immediately to MA MT at their request and when the AVP has

expired.

4.5 Removal of an AVP

An AVP will be removed from any vehicle/equipment that cannot meet the required

standard.

If an AVP is removed from a vehicle or GSE by Airfield Operations, that AVP must be

retrieved by the vehicle operator from Airfield Operations prior to the vehicle/equipment

returning to operate airside at Manchester Airport.

The operator cannot apply for another AVP whilst the vehicle/equipment has an AVP under

suspension.

Any vehicle/equipment involved in an airside safety related accident/incident involving

vehicles or equipment, will have its AVP automatically removed by Airfield Operations. The

vehicle/equipment will be sent to MA MT to undergo a CAP 642 inspection. This

inspection will be at the operator’s expense.

If there is reason to believe that a government agency or control authority will need to see

the vehicle/equipment in its present condition, Airfield Operations will initiate quarantine of

the vehicle and the Operator of the vehicle/equipment acknowledges and confirms MA’s

right to quarantine the same.

The operator must contact MA MT for a copy of the completed CAP642 Inspection Sheet

and MA MT will fax a copy of the same CAP 642 Inspection Sheet to Airfield Operations.

Upon the operator’s application and through Manchester Airport’s AOR process:

• Airfield Operations will issue an AOR to the employee, employer or

company.

• The employer then has 21 days to respond in writing to Airfield Operations

stating the actions taken.

• Details of the AOR will be recorded on the Airfield Incident and

Infringement database.

• It will automatically generate an email to the company informing them of

the AOR details.

• If the company has not replied within the 21 day period of the AOR being

issued a reminder will be generated two weeks by email using the same

electronic process for a period of two months.

• If a response is not received within two months, the Airfield Operator

Administrator will then address individual cases subject at all times to MA’s

right to withdraw the AVP should circumstances warrant.

Airfield Operations will only consider reinstatement of the AVP if in receipt of an adequate

and satisfactory CAP 642 Inspection Sheet and any other information or documentation

considered relevant by Airfield Operations.



4.6 Records

MA MT will maintain insurance details and records of all AVP’s issued, which will include

the identifying number of the vehicle, the Operators name and the issue date of the permit.

An authorised representative of the Operator must sign to indicate that the AVP has been

received.

ASCD will in conjunction with the CAP 642 Inspector conduct annual audits of those

Operators who have been approved to self-certify and carry out CA P642 inspections.

ASCD will maintain the records of these audit reports.

The CAP 642 Inspector will carry out vehicle safety inspections on airside locations weekly

in every calendar month. The results of such inspections will be documented within the

monthly Manchester Airport Airfield Safety Management Report.

4.7. Insurance Details

All Operators applying for an AVP must submit an original Insurance Certificate and

maintain insurance for the full AVP term. Should the Certificate expire part way through the

dates applied for, then a new Certificate of Insurance should be supplied on or within

seven days of the date of expiry. Failure to do so will result in the withdrawal of the AVP.

The minimum value of liability required for the issue of an AVP is not less than

£50,000,000 GBP (Fifty Million Pounds) to cover airside vehicle and driving activities.

For further information on Insurance Policy requirements refer to the Manchester Airport

Group Schedule of Charges and Terms and Conditions of Use.

4.8. Legal Aspects

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:

Give false information either for the purposes 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 on any part of the restricted airside area of the airport without

permission of Manchester Airport.

Failure to meet the requirements will result in the AVP being withdrawn and the vehicle

removed from airside areas and formal legal action being pursued by MA.

Further information relating to Vehicle and Equipment Standards for Operating Airside at

Manchester Airport is available on Manchester Airport’s website

http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-

operations/document-library/vehicle-and-equipment-standards-for-operating-airside/

http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-operations/document-library/vehicle-and-equipment-standards-for-operating-airside/

http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-operations/document-library/vehicle-and-equipment-standards-for-operating-airside/


ASI 33- FOD & Airfield Sweeping


ASI Owner Head of Asset Management Services

1 FOD MANAGEMENT AND CONTROL – PRINCIPLES

Manchester Airport (MA) will endeavour to reduce the risk to aircraft from FOD through a combination of methods, including;

Asset Engineering responsible for the delivery of: The operation of an airside cleansing regime Airfield Operations responsible for the delivery of: Providing certain facilities for the collection and disposal of FOD Educating airside users about the hazards of FOD and their roles and responsibilities

in its control Arranging regular publicity campaigns / events to explain the hazard that FOD

presents to aircraft safety Highlighting good and poor practice in relation to FOD management / control to the

airport community Providing periodic FOD awareness training for all MA employees who work airside Requiring other companies who are involved in airside activities to provide FOD

awareness training to their employees Ensuring that, as part of the design process for any airside development / construction

project, consideration is given to ensuring that the future operation of the facility doesnot create FOD issues.

Requiring all airside construction / maintenance works to include a project specificFOD control plan.

Actively investigating all reported FOD incidents and publicising any ‘lessons learned’ Enforcing the Airside Infringement Scheme as it relates to FOD Identifying and, wherever possible, eliminating FOD ‘hot-spots’ or entrapment areas,

either through infrastructure improvements, publicity campaigns, change of use or acombination of such measures

Making it a mandatory requirement for all Ground Handling Licensees and airsidetenants to produce a FOD prevention / management policy

2 AIRSIDE FOD COLLECTION / CLEANSING REGIME

As far is reasonably practical, MA will endeavour to ensure that;

FOD is prevented from finding its way onto any part of the Movement Area FOD present on the Movement Area is removed as soon as possible / practicable

MA will employ a number of methods to achieve these aims. These will include;

a) Provision of FOD Bins – A minimum of one FOD bin will be located at a strategicposition at the head of each stand. Their purpose is to enable airside workers to disposeof small items, which might become a hazard to aircraft, i.e. padlocks from bags.

They are not to be used to deposit other rubbish e.g. waste from aircraft. Any individual who is seen depositing inappropriate material into a FOD Bin may be subject to action in accordance with the Airfield Infringement Scheme (ASI 13). FOD Bins will be emptied once per day.



b) FOD Removal: Aprons and Taxiways - In order to minimise the risks to aircraft, FODcontrol activities will be undertaken on the movement area by MA 24 hours per day. Thisactivity will be undertaken by a combination of mechanical road, precinct or FOD BOSSsweepers, handpicking or other suitable methods.

MA will endeavour to ensure that all stands and taxiways are swept at least twice per day. However, the frequency and timing of FOD management activities will be dependent on a number of factors, including the availability of stands, weather conditions, direction of runway use, aircraft movements etc. Additional ad-hoc sweeping will be provided if and when required.

c) FOD Removal: Other Airside Locations - FOD clearance operations in other airsideareas will predominantly consist of either hand litter-picking or mechanised sweeping witha small precinct sweeper. The areas that are covered by this regime include;

Defined sections of the perimeter fence Pantograph (FEGP) baskets Under and 3m outwards from the terminal building lines Around ULD and other designated equipment storage areas

3. RESPONSIBILITIES

Everybody who works airside at MA is responsible for:

Ensuring that their personal activities do not generate FOD Removing any FOD which they observe, regardless of whether or not it relates to

their activities Removing FOD from vehicles and equipment as a preventative measure Inspecting vehicles frequently during use to check for loose parts, open doors etc Not choosing to ignore FOD Reporting persistent FOD problems in their area of work, to their Line Manager or

MA Airfield Duty Manager (Ext 3331)

Whilst the requirements outlined above cover every individual working airside, certain individuals and organisations shall have specific responsibilities and duties as outlined below.

3.1. Baggage Handlers

Frequent inspections of vehicles and equipment in order to identify any materials thatcould create FOD

Inspection of the apron areas following the completion of loading /unloading



3.2. Airbridge Operators

Inspection of the airbridge prior to and following every operation

3.3. Aircraft Operators

The regular removal of rubbish from aircraft holds

3.4. Cabin Crew

Ensuring that bags of rubbish removed from their aircraft are not left on or aroundthe stand (including on airbridges)

3.5. Aircraft Engineers / Refuellers

Inspecting the apron area around any aircraft with which they have been workingon to ensure no tools, equipment or general FOD has been left on the stand

3.6. Aircraft Cleaners

Carrying and not throwing bags of rubbish (which may split) Checking work areas after completion of tasks and removing all rubbish and FOD

3.7. Construction Workers

Ensuring that vehicles taking plant and materials to / from the working area areclean and do not deposit mud, stones or other debris on the movement area

Taking measures to ensure that no materials from the works area find their wayonto the movement area, whether this be by being blown, spilt or by any othermethods

3.9. Airfield Operations and Other MA Staff

Being particularly vigilant whenever active on the movement area. Carrying out formal routine inspections as required by the ADM. Reporting to all regular offenders, and specific problems relating to FOD.

3.10. Handling Agents

As part the preparations for accepting an aircraft onto a stand, carry out a preaircraft arrival FOD inspection

3.11. Push-back Crews / Tug Drivers

Undertaking a pre-pushback FOD check of the stand and adjacent taxiways



4. HIGH WINDS

In addition to the general and specific responsibilities set out in Section 4 above, all airside staff should also be particularly vigilant prior to and during periods of high winds. In particular, they should take all necessary and reasonable steps to ensure that any plant, equipment or other material that may cause a FOD hazard if blown onto the movement area is securely fixed or stored before the onset of the high winds. Further guidance on the steps that should be taken by all parties when high winds are forecast are also contained in ASI 17, ‘Strong Wind and Gale Plan’.

5 INFRINGEMENT SCHEME

Any airside organisation, their agents / sub-contractor and / or employees found not to be taking reasonable steps to prevent or assist with the prevention and removal of FOD may be subject to redress through the Airfield Infringement Scheme (ASI 13).


ASI 34- Detention of Aircraft

ASI 34- Detention of Aircraft


1. Procedure

In accordance with the provisions of Article 257 of the Air Navigation Order, specified Manchester Airport personnel are authorised by the UK Civil Aviation Authority (CAA) to detain aircraft for reason of safety, that is, if it is suspected an aircraft is intended to be flown in such circumstances as to be a danger or while in a condition unfit for flight. In such cases, authorised personnel may direct the operator or commander of an aircraft not to permit it to make a particular flight. Only Manchester Airport personnel holding a valid CAA Authorisation Card are permitted to exercise powers under Article 257 of the Air Navigation Order. In the event it is necessary for authorised personnel to exercise powers to prevent an aircraft from flying, action will be taken in accordance with the conditions of authorisation only and immediate assistance will be sought from appropriate regulatory officials within the CAA.

2. Authorised Personnel

Manchester Airport personnel authorised to exercise powers under Article 257 of the Air

Navigation Order are:

• Rad Taylor (Operations Director)• Chris Wild (Head of Airfield Operations)


ASI 35- Removal of Disabled Aircraft



1. INTRODUCTION

A disabled aircraft can have an impact on the business and operations of Manchester Airport (MAN). It is therefore imperative that plans are in place to remove any disabled aircraft as expeditiously as possible.

2. DEFINITION

The ICAO Airport Services Manual Part 5 “Removal of Disabled Aircraft” defines the removal of disabled aircraft as being three distinct areas – aircraft debogging, aircraft recovery and aircraft salvage. These three types of removal are further defined as follows:

Aircraft debogging – The removal of an aircraft from a runway or taxiway where the aircraft has become bogged down but has relatively little or no damage is considered a “debogg”.

Aircraft recovery – Any aircraft that is unable to move under its own power or through the normal use of an appropriate tow tractor and tow bar will be considered an “aircraft recovery”. Examples are:

one or more landing gear off the hard surface of a runway, taxiway or apron; aircraft bogged down in mud or snow; one or more landing gear collapsed or damaged; an aircraft that is considered to be economically repairable.

Aircraft salvage – An accident or incident in which the aircraft sustains substantial damage and the insurer considers the hull a constructive loss will be considered “aircraft salvage”.

3 RESPONSIBILITIES

The registered owner or aircraft operator will always retain complete responsibility for the removal of the disabled aircraft. All airline operators at MAN are expected to have aircraft recovery plans.

It is the responsibility of the aerodrome operator however to coordinate the aircraft recovery operation and ensure that the disabled aircraft is removed in a timely and efficient manner. They are also responsible for ensuring that an Aircraft Recovery Co-Ordinator of Disabled Aircraft Removal Operations is appointed.

The Airline/Aircraft operator or their designated agent (hereafter referred to as the Aircraft Operator) is responsible for the following:

Ensuring that they are equipped with the necessary insurance and technical advice,supervision and the provision of all necessary equipment and materials.

Salvaging and removing the disabled aircraft as quickly as possible. Regular usersof the airport must ensure that they have adequate facilities to conduct their ownrecovery operations or where they do not have these facilities, they must havecontractual arrangements with another agency capable of undertaking the recoveryon their behalf.



Informing the Airport of their aircraft recovery contingency arrangements andkeeping the airport company informed of any changes.

Making any arrangements with the UK Border Agency regarding the removal offreight and/or cargo.

If the aircraft operator or agent refuses to remove a disabled aircraft or neglects to do so within a reasonable time, and the aircraft is creating either an obstruction, an embarrassment or a nuisance to the Airport Company or obstructs the Airport Company in carrying out its responsibilities as an aerodrome certificate holder, the Airport will take independent action to remove the aircraft.

Alternatively the Airport may be requested to assist with recovery arrangements. The Airport (or its agents) accept no responsibility for any loss or damage of any kind resulting from this action and the aircraft operator will be held responsible for all costs and losses incurred (including consequential losses). A form of indemnity absolving the Airport from third party liability is to be signed by parties in such cases. The aircraft operator will be required to defray any charges for work involved in making good damage to Airport property as a result of the aircraft incapacitation and its subsequent salvage.

The AAIB are responsible for authorising the release of the disabled aircraft. In minor incidents the AAIB may make the decision not to attend the site and will ask for photographs etc to be taken. However, their approval must still be sought in this scenario prior to moving the aircraft.


ASI 36- Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores



1. GENERAL REQUIREMENTS

All storage facilities for bulk liquids should be adequate to prevent any leakage that could be a health and safety hazard and/or cause pollution. In general, the standards set out in the Control of Pollution (Oil Storage) (England) Regulations 2001 should be adopted.

Any vehicles and trailed equipment operating airside at Manchester Airport are also subject to Airside Standing Instruction 32 Airside Vehicle & Equipment Standards.

2. STANDARDS

2.1 Mobile Bowsers That Cannot Be Moved Under Their Own Power

Mobile Bowsers that cannot be moved under their own power, including those used for storage of:

Oil or fuel; Waste oil or fuel

should be: Double skinned /self bunded with 110% of the tank capacity provided within the

bund; In good condition without leakage; Hatch/fill point kept secured, and preferably locked to prevent unauthorised use; Generally located in a position that is protected from impact; Labelled with:

o the company name and a contact number;o the type of fuel;o the capacity of the tank/bowser;o hazard symbols as required.

Labelled with relevant CLP hazard symbols on each side and the rear of thebowser. E.g.

o Flammable;o Hazardous to the environment;o Others as required

Template for general bowser information CLP Hazard symbols

Mobile bowsers that are solely used for water do not need to comply with this standard, but must be clearly labelled with the company name and contents.

COMPANY NAME

CONTENTS

XXXX LITRES CAPACITY

EMERGENCY CONTACT NUMBER(S)



2.2 Bowsers And Tankers That Are Moved Under Their Own Power

Bowsers and tankers that are moved under their own power, including those used for: Vehicle or equipment refuelling; Toilet effluent; Aircraft de-icing

should be: In good condition with no leaks;

With ancillary equipment in good condition and with no leaks, including but not

limited to, hoses, sight glasses, fill points, valves, pumps etc.;

Hoses to be secured when the vehicle is in transit;

Fill and dispensing points to have a secure cap that is connected to the body of the

bowser so that it cannot be lost;

Labelled with:

o the company name and a contact number;o the type of fuel/material being held;o the capacity of the tank/bowser;o hazard symbols as required.

Additional requirements for fuel bowsers:

A spill kit should be carried on the vehicle to allow the clean up of small spillages,

including any plastic bags/shovels as required to facilitate the sweep up and

disposal of any used spill kit by the operator.

Labelled with CLP hazard symbols on each side and the rear of the bowser such as:

o Flammable;o Hazardous to the environment;o Or others as required.

Template for general bowser/tanker information CLP Hazard symbols

COMPANY NAME

CONTENTS


EMERGENCY CONTACT

NUMBER (S)



2.3 Static Bulk Tanks

All static bulk storage tanks (greater than 200 litres) used for: Fuel or oil; Waste fuel or oil; Deicing chemicals

should be: Provided with secondary containment such as:

o Integral bund/double skin;o Impermeable bund wall;o Stored within a chemsafe or similar bunded and covered container;

With the secondary containment holding at least 110% of the tank/containercapacity;

Protected from impact by Armco barrier or similar; Labelled with:

o the company name and a contact number;o the type of fuel/material being held;o the capacity of the tank/bowser;o hazard symbols as required.

Labelled with CLP hazard symbols on each side and the rear of the bowser such as:

o Flammable;o Hazardous to the environment;o Or others as required.

Template for general bowser/tanker information CLP Hazard symbols

IBCs of deicing fluid may be permitted on the airfield in the following circumstances: As a temporary measure only; In an area agreed with Airfield Ops and Environment; Where protected from impact.

2.4 Static Chemical/Oil Stores

Static stores of smaller containers (less than 200 litres) of materials including:

Fuel/oil; Waste fuel/oil; Chemicals; Detergents

should be:

Stored within a chemsafe or similar bunded and covered container.

The chemsafe/container should be: Generally located in a position that is protected from impact;

COMPANY NAME

CONTENTS


EMERGENCY CONTACT

NUMBER (S)



Labelled with:o the company name and a contact number;o the type of fuel/material being held;o the capacity of the tank/bowser;o hazard symbols as required;

Preferably kept locked; Regularly inspected and any spillage in the bund removed.

3. FURTHER INFORMATION

Further information on environmental standards for Oil Storage can be found at https://www.gov.uk/topic/environmental-management/oil-storage

Additional information may be obtained from MA environment department – [email protected]

https://www.gov.uk/topic/environmental-management/oil-storage



Amendments

AMENDMENT FORM

The Head of Airfield Operations is responsible for ensuring the Aerodrome Manual is reviewed annually and is responsible for retaining editorial control of the Aerodrome Manual.

All users of the Aerodrome Manual should submit an amendment email to instigate change as a result of changes in contact details, Policy or procedural change in the light of operational experience.

The amendment email will be reviewed by the Head of Airfield Operations and where appropriate submitted to the Operational Safety Management Committee for approval and implementation.

Please contact the below to identify any amendments you wish to make to your Airside Standing Instructions.

In the case of title/contact number changes they will be updated in the electronic copy as soon as possible and other changes once approved.

Amendments

To: Head of Airfield Operations 5th Floor, Olympic House, Manchester Airport M90 1QX [email protected] [email protected]




Amendments