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20160101 Manchester Airport Aerodrome Manual v1 Not valid after 31/12/2016 – Uncontrolled when printed/Downloaded

Editor Manchester Airports Group

Department Airfield Operations, Safety & Compliance

Document Owner

Chris Wild

Airfield Planning & Compliance Manager

Document Administrator

Sonia Meraz

SMS Compliance Officer

Address 5th Floor Olympic House,

Manchester Airport

Manchester

M90 1QX

Email [email protected]

Tel 0161 489 5035

Website http://www.magworld.co.uk/airfieldoperations

http://www.magworld.co.uk/airfieldoperations

Part A – General


Part A - Page i

Part A General

Part A – General


Part A - Page ii

CONTENTS Part A – General 1 PREFACE ----------------------------------------------------------------------------------- 1 2 PURPOSE OF THE AERODROME MANUAL------------------------------ ---------- 1 3 AERODROME MANUAL STRUCTURE------------------------------------- ---------- 1 4 AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE--- ---------- 2 5 AMENDMENTS---------------------------------------------------------------- ---------- 2 6 CONDITIONS OF USE OF THE AERODROME---------------------------- ---------- 3 7 OBLIGATIONS OF THE AERODROME OPERATOR-------------------------------- 3 8 GLOSSARY – TERMS & CONDITIONS------------------------------------------------ 4 9 ABBREVIATIONS------------------------------------------------------------------------- 7 10 BIBLIOGRAPHY--------------------------------------------------------------------------- 10 11 NAME AND ADDRESS OF AERODROME-------------------------------------------- 11 12 NAME AND ADDRESS OF CERTIFICATE HOLDER----------------------------------11 13 LEGAL POSITION REGARDING AERODROME CERTIFICATION---------------- 11 13.1 Certification Requirement------------------------------------------------------------- 11 13.2 Certificate Compliance------------------------------------------------------------------ 11 13.3 Use of the Airport------------------------------------------------------------------------ 11 13.4 Types of Operations Permitted------------------------------------------------------- 12 14 KEY POST HOLDERS--------------------------------------------------------------------- 12 15 MANAGEMENT REPORTING STRUCTURES---------------------------------------- 13 15.1 Manchester Airports Group----------------------------------------------------------- 13 15.2 Manchester Airport -------------------------------------------------------------------- 13 15.3 Manchester Airport Operations------------------------------------------------------ 13 15.4 Airfield Safety & Compliance---------------------------------------------------------- 14 15.5 Airfield Operations---------------------------------------------------------------------- 14 15.6 Fire & Emergency Services------------------------------------------------------------ 15 15.7 Airfield & Network Performance---------------------------------------------------- 15 15.8 N.A.T.S. (ATC)----------------------------------------------------------------------------- 16

Part B - Safety Management System 1 OVERVIEW--------------------------------------------------------------------------------- 6 1.1 Context ------------------------------------------------------------------------------------- 6

1.2 Scope of the Safety Management System ---------------------------------------- 7

2 SAFETY POLICIES & MANAGEMENT STRUCTURES------------------------------ 8 2.1 Manchester Airport Airfield Safety Policy------------------------------------------ 8 2.2 Key Safety Post holders----------------------------------------------------------------- 9 2.2.1 Deputising for Absence----------------------------------------------------------------- 9 2.3 Exceptional Circumstances-------------------------------------------------- ---------- 10 2.4 Safety Accountabilities & Responsibilities------------------------------- ---------- 11 2.4.1 Managing Director----------------------------------------------------------------- 11 2.4.2 Operations Director (Accountable Manager)-------------------------- ---------- 12 2.4.3 Asset Management Director---------------------------------------------------------- 13 2.4.4 Head of Fire & Emergency Services-------------------------------------------------- 14 2.4.5 Head of Asset Maintenance Optimisation------------------------------ ---------- 15 2.4.6 Airfield Planning & Compliance Manager (Safety Manager)------------------ 16 2.4.7 Head of Asset Management Services---------------------------------------------- 17

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2.4.8 Head of Airside Operations ---------------------------------------------------------- 18 2.4.9 Airfield Duty Managers----------------------------------------------------------------- 19 2.4.10 Airfield & Network Performance Manager---------------------------------------- 20 2.5 Competency & Fitness for Duty-------------------------------------------- ---------- 21 2.5.1 Competency------------------------------------------------------------------------------- 21 2.5.2 Fitness for Duty--------------------------------------------------------------------------- 21

3 SAFETY COMMITTEES------------------------------------------------------------------- 22 3.1 MAG Safety Committees-------------------------------------------------------------- 22 3.1.1 MAG Group Safety Board--------------------------------------------------- ---------- 22 3.1.2 MAG Aviation Operations Board----------------------------------------------------- 23 3.2 MA Aerodrome Safety Committees--------------------------------------- ---------- 23 3.2.1 Manchester Airport Safety Board --------------------------------------------------- 23 3.2.2 Operational Safety Management Committee ----------------------------------- 24 3.2.3 Safety Performance Committee (A)------------------------------------------------- 25 3.2.4 Safety Performance Committee (B)------------------------------------------------- 26 3.2.5 Airfield Safety Strategy Group-------------------------------------------------------- 27 3.2.6 Flight Operations Safety Committee-------------------------------------- ---------- 28 3.2.7 Local Runway Safety Team------------------------------------------------- ---------- 29 3.2.8 Emergency Planning Committee----------------------------------------------------- 30 3.3 Safety Committee Attendance ------------------------------------------------------- 31 4 SAFETY INTERFACES & STAKEHOLDERS-------------------------------------------- 32 4.1 National Air Traffic Services (NATS)------------------------------------------------- 32 4.2 Civil Aviation Authority (CAA)---------------------------------------------------- 32 4.3 External Emergency Services---------------------------------------------------------- 32 4.4 Service Partners---------------------------------------------------------------- ---------- 32 4.5 Other MA Departments---------------------------------------------------------------- 33 4.5.1 Environment------------------------------------------------------------------------------- 33 4.5.2 Asset Management / Capital Delivery---------------------------------------------- 33 4.5.3 Terminal Engineering--------------------------------------------------------- ---------- 33 4.5.4 Airside Bussing --------------------------------------------------------------------------- 33

5 SAFETY TARGETS-------------------------------------------------------------- ---------- 33 5.1 Safety Improvement Plan-------------------------------------------------------------- 33 6 EMERGENCY PLANNING----------------------------------------------------- ---------- 34

7 DOCUMENT & DATA MANAGEMENT----------------------------------------------35 7.1 Types of Documentation and Notices-------------------------------------------- -- 35 7.2 Document Owners----------------------------------------------------------------------- 36 7.3 Issue Methods------------------------------------------------------------------ ---------- 36 7.3.1 Amending of Documents--------------------------------------------------------------- 36 7.3.2 Operational and Administrative Changes------------------------------------------ 37 7.3.3 Email Address----------------------------------------------------------------------------- 37 7.4 Changes to Regulatory Documentation-------------------------------------------- 37 7.5 Aeronautical Data Quality -------------------------------------------------------------37 7.6 The Recording of Aircraft Movements -------------------------------------------- 37 7.7 Record Keeping -------------------------------------------------------------------------- 38

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8 Safety Risk Management------------------------------------------------ ---------- 39 8.1 Introduction------------------------------------------------------------------------------- 39 8.1.1 Definitions and Terminology ------------------------------------------------- ------- 39 8.2 Safety Risk Management Methodology -------- ---------------------------------- 40 8.2.1 Objective ------------------------ ------------------------------------------------- ------- 40 8.2.2 Requirement-------------------- ------------------------------------------------- ------- 40 8.2.3 Scope ----------------------------- ------------------------------------------------- ------- 40 8.2.4 Responsibilities------------------ ------------------------------------------------- ------- 41 8.2.5 The System Risk Management (SRM) Process -------------------------- ------- 41 8.2.6 Risk Assessment Methodology - Guidance ------------------------------- ------- 48 8.2.7 References ---------------------------------------- ------------------------------- ------- 50 9 AIRFIELD SAFETY REPORTING & INVESTIGATION------------------------------- 51

9.1 Airfield Occurrence Reports----------------------------------------------------------- 51 9.2 Mandatory Safety Reporting---------------------------------------------------------- 51

9.3 Reporting Procedures------------------------------------------------------------- ----- 51 9.4 Incident / Accident Investigation----------------------------------------------------- 52 9.5 Follow Up Actions------------------------------------------------------------------------ 52 9.6 Categorisation of MOR Incidents----------------------------------------------------- 52 9.6.1 Definitions----------------------------------------------------------------------- ---------- 53

10 SAFETY PERFORMANCE MONITORING-------------------------------------------- 54 10.1 Safety Severity Categorisation-------------------------------------------------------- 55 10.2 Safety Surveys---------------------------------------------------------------------------- 56 11 CONTRACTED ACTIVITIES------------------------------------------------------------- 57 11.1 ILS Inspections---------------------------------------------------------------------------- 57 11.2 Compass swing Provision-------------------------------------------------------------- 57 11.3 Aerodrome Survey Data & treatment of obstacles------------------------------ 57 11.4 The management of air traffic-------------------------------------------------------- 57 11.5 Aeronautical Ground Lighting--------------------------------------------------------- 57 11.6 Navigational Aids------------------------------------------------------------------------- 57

12 SAFETY AUDITING----------------------------------------------------------------------- 58 12.1 Airside Safety Audits-------------------------------------------------------------------- 58 12.1.1 Safety Audit Process--------------------------------------------------------------------- 59 12.1.2 Safety Audit Schedule------------------------------------------------------------------- 60 12.2 Manchester Airport Group Auditing ----------------------------------------------- 60 12.3 Audit Frequency-------------------------------------------------------------------------- 60 12.3.1 Auditable Areas--------------------------------------------------------------------------- 61 12.3.2 The Airfield Operations Safety Audit Team---------------------------------------- 61 12.3.3 Audit Plan--------------------------------------------------------------------------------- 62 12.3.4 Audit Conduct----------------------------------------------------------------------------- 62 12.3.5 Open Meeting----------------------------------------------------------------------------- 62 12.3.6 Audit Procedure-------------------------------------------------------------------------- 62 12.3.7 Closing Meeting-------------------------------------------------------------------------- 63 12.3.8 Audit Response--------------------------------------------------------------------------- 63 12.3.9 Audit Follow-up-------------------------------------------------------------------------- 63

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13 SAFETY REPORTING--------------------------------------------------------------------- 64 13.1 Open Reporting System---------------------------------------------------------------- 64 13.2 Safety Issue Reporting------------------------------------------------------------------ 64 13.3 Voluntary Safety Reporting------------------------------------------------------------ 64

14 SAFETY COMPETENCY FRAMEWORKS--------------------------------------------- 64

15 THE MANAGEMENT OF CHANGE---------------------------------------------------- 65 15.1 Introduction ------------------------------------------------------------------------------ 65 15.1.1 Changes Requiring Notification to Competent Authority --------------------- 65 15.1.2 Changes not Requiring Notification to Competent Authority ---------------- 65 15.2 The Management of Change (Personnel)------------------------------- ---------- 66 15.2.1 Requirement ----------------------------------------------------------------------------- 66 15.2.2 Responsibilities---------------------------------------------------------------- ---------- 66 15.2.3 Direct Role Replacement --------------------------------------------------- ---------- 66 15.2.4 Merger of Roles --------------------------------------------------------------- ---------- 66 15.2.5 Guidance--------------------- --------------------------------------------------- ---------- 66 15.2.6 References ------------------ --------------------------------------------------- ---------- 67 15.3 The Management of Change (System/Equipment/Procedure)---- ---------- 67 15.3.1 Requirement---------------- --------------------------------------------------- ---------- 67 15.3.2 Responsibilities------------- --------------------------------------------------- ---------- 67 15.3.3 Procedural change-------- --------------------------------------------------- ---------- 67 15.3.4 System/Equipment change------------------------------------------------- ---------- 67 15.3.5 Guidance------------------------------------------------------------------------ ---------- 68 15.3.6 References---------------------------------------------------------------------- ---------- 68

16 SAFETY COMMUNICATIONS----------------------------------------------------------68 17 SAFETY TRAINING & EDUCATION--------------------------------------------------- 69 17.1 Manchester Airport Staff--------------------------------------------------------------- 69

17.2 Third Party Company Staff------------------------------------------------------------- 69

17.3 External Groups-------------------------------------------------------------------------- 69 17.4 Human Factors---------------------------------------------------------------------------- 69

Part C - Particulars of Aerodrome Site

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 & RESA - Rwy 05L-23R---------------------- 4 4.1.2 Illustration of declared distances & RESA - Rwy 05R-23L---------------------- 5 4.2 Northside Taxiway System------------------------------------------------------------ 6 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 4.7.1 Stand Allocation-------------------------------------------------------------------------- 11

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4.7.2 Aircraft Parking & Docking------------------------------------------------------------- 11 4.7.3 Visual Docking Guidance Systems (A-VDGS)--------------------------------------- 11 4.7.4 Safety Instructions for Pilots---------------------------------------------------------- 12 4.7.5 Isolated Aircraft Parking Position---------------------------------------------------- 12 4.8 Table of Facilities------------------------------------------------------------------------- 12 4.9 Taxiway manoeuvring restrictions--------------------------------------------------- 14 4.10 Non-compliances with EASA Certification Specifications---------------------- 15 5 AERODROME CHARTS AND MAPS-------------------------------------------------- 17 5.1 Location of Aerodrome from the nearest towns--------------------------------- 17 5.2 Aerodrome Chart------------------------------------------------------------------------ 18 5.3 Aerodrome Parking / Docking Chart------------------------------------------------- 19 5.4 Aerodrome Operational Boundary / Access points------------------------------ 20 6 VISUAL AIDS INTRODUCTION------------------------------------------------------- 21 7 GENERAL----------------------------------------------------------------------------------- 21 8 SIGNALS------------------------------------------------------------------------------------ 21 9 SURFACE MARKINGS------------------------------------------------------------------- 21 9.1 Marking of Airfield Work In Progress----------------------------------------------- 22 10 SIGNS----------------------------------------------------------------------------------------22 11 VISUAL DOCKING GUIDANCE SYSTEM--------------------------------------------- 22 12 AERONAUTICAL GROUND LIGHTING (AGL)--------------------------------------- 22 12.1 General------------------------------------------------------------------------------------- 22 12.1.1 Provision of Lighting – Runways------------------------------------------------------ 23 12.1.2 Provision of Lighting – Taxiways and Aprons-------------------------------------- 23 12.1.3 Provision of Lighting – Obstructions------------------------------------------------ 23

Part D - Particulars of the aerodrome required to be reported

to the Aeronautical Information Service

1 NAME AND ADDRESS------------------------------------------------------------------- 2 1.1 Name and Address of Aerodrome--------------------------------------------------- 2 1.2 Name and Address of Certificate Holder------------------------------------------- 2 2 GEOGRAPHICAL COORDINATES OF AERODROME REFERENCE POINT----- 2 3 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------------------------------------------------ 2 3.5 Aerodrome Beacon---------------------------------------------------------------------- 3 4 NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS----------3 5 AERODROME DIMENSIONS----------------------------------------------------------- 3 5.1 Runways------------------------------------------------------------------------------------ 3 5.1.1 True Bearing------------------------------------------------------------------------------- 3 5.1.2 Runway Designation--------------------------------------------------------------------- 3 5.1.3 Length and Width------------------------------------------------------------------------ 3 5.1.4 Displaced Threshold Location--------------------------------------------------------- 3 5.1.5 Slope---------------------------------------------------------------------------------------- 4 5.1.6 Surface Type------------------------------------------------------------------------------- 4 5.1.7 Type of Runway and Precision Approach Runway------------------------------- 4 5.1.8 Length, Width and Surface Types---------------------------------------------------- 4

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5.1.8.1 Length, Width and Surface Type of Strip------------------------------------------- 4 5.1.8.2 Runway End Safety Areas-------------------------------------------------------------- 4 5.1.9 Stopways----------------------------------------------------------------------------------- 4 5.1.10 Clearway Length and Ground Profile------------------------------------------------ 4 5.2 Taxiways----------------------------------------------------------------------------------- 5 5.2.1 Length, Width and Surface Type of Taxiways------------------------------------- 5 5.3 Aprons-------------------------------------------------------------------------------------- 5 5.3.1 Apron Surface Type and Aircraft Stands-------------------------------------------- 5 6 VISUAL AIDS FOR APPROACH-------------------------------------------------------- 5 6.1 Approach Lighting Type---------------------------------------------------------------- 5 6.2 Runway 05R/23L Provision------------------------------------------------------------ 5 6.3 Runway 05R/23L Provision------------------------------------------------------------ 5 6.4 Approach Slope Indicator-------------------------------------------------------------- 5 6.5 Marking and Lighting of Runways---------------------------------------------------- 5 6.6 Marking and Lighting of Taxiways---------------------------------------------------- 5 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 7.7 Taxiways------------------------------------------------------------------------------------ 7 7.8 Runways------------------------------------------------------------------------------------ 7 8 NAVAIDS----------------------------------------------------------------------------------- 8 8.1 Location & 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----------------------------------------------------------------------------------- 13 11 PAVEMENT SURFACE TYPE & BEARING STRENGTH---------------------------- 16 12 PRE‐FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED------------------- 16 13 RUNWAY & RUNWAY INTERSECTION DECLARED DISTANCES--------------- 16 14 CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT----------------- 16 15 TERMINATION OF OPERATIONS ---------------------------------------------------- 16 16 RESCUE AND FIREFIGHTING----------------------------------------------------------- 16 16.1 Policy---------------------------------------------------------------------------------------- 16 16.2 Compliance with Regulatory Requirements--------------------------------------- 16 16.3 Safety Accountabilities----------------------------------------------------------------- 17 16.4 Depletion of RFFS------------------------------------------------------------------------ 17 16.5 Category of cover provided------------------------------------------------------------ 17 16.6 Alerting Procedures--------------------------------------------------------------------- 17 16.7 Procedures for Alerting MARFFS personnel-------------------------------------- 17 16.8 Depletion of specialist equipment--------------------------------------------------- 17 16.9 Reliance on other organisations to provide essential equipment------------ 18

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16.10 Competence of MAFRS Personnel--------------------------------------------------- 18 16.11 1000M undershoot & overshoot areas--------------------------------------------- 18 16.12 Difficult Environs------------------------------------------------------------------------- 18 16.13 Domestic Fire Response---------------------------------------------------------------- 18 16.14 Landslide Incidents---------------------------------------------------------------------- 18 16.15 Loss of Fire Cover------------------------------------------------------------------------ 18 16.16 Additional Water Supplies------------------------------------------------------------- 19 16.17 Low Visibility Procedures--------------------------------------------------------------- 19 16.18 Training and Competence of First Aid personnel---------------------------------19 16.19 Medical Equipment---------------------------------------------------------------------- 19

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Part E Aerodrome Operating Policies and Procedures

Policies 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 – Airside Audits 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 - Page 1

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.

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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 be viewable on the ‘MAG World’ Internet site www.magworld.co.uk/airfieldoperations from where it may be downloaded as a PDF file. Whilst the aerodrome manual is freely available to all, the Emergency Orders are only available to authorised parties via a password-protected login. To apply for access to the Emergency Orders, please send an email stating: Name, Job Title, Organisation, Reason for access To: [email protected] 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 Yellow which appears light grey when printed in monochrome.

5. AMENDMENTS

The Aerodrome Manual is a ‘live document’ in the sense that it is maintained as a single entity incorporating all up to date information. There are no supplements added during the validity period - any significant amendments will trigger a re-issue of the entire document as a new version. When this happens an advisory email message will be sent to the distribution addressees, informing that the Aerodrome Manual has received an update, with a new version number, e.g. version 1, version 2, etc. Changes to contents from the preceding edition will be highlighted in Yellow thus: abcdefghijklmnopqrstuvwxyz Temporary amendments to facilities and procedures or changes awaiting incorporation into a revised edition of the manual will be promulgated by Airside Directive. All recipients of this manual will also receive Airside Directives. Handwritten amendments to any edition of this manual are strictly prohibited. The MAG World site will always carry the current version. The responsibility for noting and acting on such amendments rests with the manual holder.


mailto:[email protected]

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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 www.magworld/manchesteraviation

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 Article 208 of the ANO.

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, Schedule 12. The Aerodrome Manual complies with all obligations as placed on Manchester Airport by EASA.

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8. GLOSSARY – TERMS & CONDITIONS

Aerodrome Any area of land or water designed, equipped, set apart or commonly used to afford facilities for the landing and departure of aircraft and includes any area or space, whether on the ground, on the roof of a building or elsewhere, which is designed, equipped or set apart to afford facilities for the landing and departure of aircraft capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the landing and departure of aircraft has been abandoned and has not been resumed.

Aerodrome Elevation The elevation of the highest point of the landing area.

Aerodrome Reference Point The aerodrome reference point is the geographical location of the aerodrome and the centre of its traffic zone where an ATZ is established.

Apron A defined area on a land aerodrome provided for the stationing of aircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo and for parking. Category 1 (CAT 1) Operation A precision Instrument Approach and Landing with a decisions height not lower than 200 feet and with either a visibility not less than 800m, or runway visual range (IRVR) not less than 550m.

Category ll (CAT ll) Operation A precision instrument approach and landing with a decision height lower than 200ft but not lower than 100ft., and a runway visual range not less than 300m. Category lllA (CAT lllA) Operation A precision instrument approach and landing with either, a decision height lower than 100ft, or with no decision height and a runway visual range not less than 175m.

Category lllB (CAT lllB) Operation A precision instrument approach and landing with either, a decision height lower than 50ft, or with no decision height and a runway visual range less than 175m but not less than 50m.

Category lllC (CAT lllC) Operation A precision instrument approach and landing with no decision height and no runway visual range limitations.

Cleared and Graded Area An area within a runway strip free from obstacles.

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

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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.

Runway A defined rectangular area, on a land aerodrome prepared for the landing and take-off run of aircraft along its length.

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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: a) 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). b) 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.

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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 AOA Airport Operators Association AOC Airline Operators Committee AOC Airfield Operations Centre AOP Airfield Operations Procedure AOR Airfield Occurrence Report APCM Airfield Planning and Compliance Manager APPS Approach Surface ASB Airside Safety Bulletin ASDA Accelerate Stop Distance Available ASI Airside Standing Instruction ASAM Airfield Safety Assurance Manager ASCO Airfield Safety & Compliance Officer OSMC Operational Safety Management Committee ASOO Airfield Senior Operations Officer ATC Air Traffic Control 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 EDM Engineering Duty Manager EMS External Maintenance Supervisor EMT External Maintenance Team EPM Emergency Planning Manager

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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 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 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 NWAS North West Ambulance Service 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

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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) SID Standard Instrument Departure SIP Safety Improvement Plan SMM Safety Management Manual SMR Surface Movement Radar SMS Safety Management System 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)

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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 576 Aerodrome Model Emergency Orders

CAP 637 Visual Aids Handbook

CAP 642 Airside Safety Management

CAP 670 Air Traffic Services Safety Requirements

CAP 683 The Assessment of Runway Surface Friction for Maintenance Purposes

CAP 699 Standards for the Competence of RFFS Personnel

CAP 700 Operational Safety Competencies

CAP 726 Guidance for Developing and Auditing a Formal Safety Management System

CAP 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

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TECHNICAL ADMINISTRATION 11. NAME AND ADDRESS OF AERODROME

Manchester Airport Olympic House Manchester Airport Manchester M90 1QX

12. NAME AND ADDRESS OF CERTIFICATE HOLDER

Manchester Airport Olympic House 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


Part A – Page 12

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

14. KEY POST HOLDERS

Current Post holder Position Position authorised to deputise in the event of absence

Ken O’Toole Managing Director Operations Director

Rad Taylor Operations Director (Accountable Manager)

HAO/APCM

Simon Woodward Head of Fire & Emergency Services Fire Service Operations Manager

Chris Wild Airfield Planning & Compliance Manager Operations Director

Steve McCusker Head of Airside Operations Deputy Head of Airside Operations

Rick Mernock Airfield & Network Performance Manager

Operations Director

Ian Costigan Asset Management Director Head of Asset Management Services

John Mayhew General Manager ATC (NATS) Manager Operations & Training (NATS)

Part A - General


Part A – Page 13

15. MANAGEMENT REPORTING STRUCTURES

15.1 Manchester Airports Group

15.2 Manchester Airport

15.3 Manchester Airport Operations

Part A - General


Part A – Page 14

15.4 Airfield Safety & Compliance

15.5 Airfield Operations

Part A - General


Part A – Page 15

15.6 Fire & Emergency Services

15.7 Airfield & Network Performance

Part A - General


Part A – Page 16

15.8 N.A.T.S. (ATC)

Part B – Safety Management System


Part B – Page 1

Part B Safety Management System



Part B – Page 2

CONTENTS

Safety Policy & Organisation Page 1 OVERVIEW--------------------------------------------------------------------------------- 6 1.1 Context ------------------------------------------------------------------------------------- 6

1.2 Scope of the Safety Management System ---------------------------------------- 7

2 SAFETY POLICIES & MANAGEMENT STRUCTURES 2.1 Manchester Airport Airfield Safety Policy------------------------------------------ 8 2.2 Key Safety Post holders----------------------------------------------------------------- 9

2.2.1 Deputising for Absence----------------------------------------------------------------- 9

2.3 Exceptional Circumstances-------------------------------------------------- ---------- 10 2.4 Safety Accountabilities & Responsibilities------------------------------- ---------- 11

2.4.1 Managing Director----------------------------------------------------------------- 11 2.4.2 Operations Director (Accountable Manager)-------------------------- ---------- 12 2.4.3 Asset Management Director----------------------------------------------------------13

2.4.4 Head of Fire & Emergency Services------------------------------------------------- 14 2.4.5 Head of Asset Maintenance Optimisation----------------------------- ---------- 15

2.4.6 Airfield Planning & Compliance Manager (Safety Manager)------------------ 16

2.4.7 Head of Asset Management Services----------------------------------------------- 17

2.4.8 Head of Airside Operations ----------------------------------------------------------- 18 2.4.9 Airfield Duty Managers ---------------------------------------------------------------- 19

2.4.10 Airfield & Network Performance Manager----------------------------------------20 2.5 Competency & Fitness for Duty-------------------------------------------- ---------- 21 2.5.1 Competency------------------------------------------------------------------------------- 21

2.5.2 Fitness for Duty--------------------------------------------------------------------------- 21

3 SAFETY COMMITTEES------------------------------------------------------------------- 22 3.1 MAG Safety Committees-------------------------------------------------------------- 22 3.1.1 MAG Group Safety Board--------------------------------------------------- ---------- 22 3.1.2 MAG Aviation Operations Board----------------------------------------------------- 23 3.2 MA Aerodrome Safety Committees--------------------------------------- ---------- 23 3.2.1 Manchester Airport Safety Board --------------------------------------------------- 23 3.2.2 Operational Safety Management Committee ----------------------------------- 24 3.2.3 Safety Performance Committee (A)------------------------------------------------- 25 3.2.4 Safety Performance Committee (B)------------------------------------------------- 26 3.2.5 Airfield Safety Strategy Group-------------------------------------------------------- 27 3.2.6 Flight Operations Safety Committee-------------------------------------- ---------- 28 3.2.7 Local Runway Safety Team------------------------------------------------- ---------- 29 3.2.8 Emergency Planning Committee----------------------------------------------------- 30 3.3 Safety Committee Attendance ------------------------------------------------------- 31 4 SAFETY INTERFACES & STAKEHOLDERS-------------------------------------------- 32 4.1 National Air Traffic Services (NATS)------------------------------------------------- 32 4.2 Civil Aviation Authority (CAA)---------------------------------------------------- 32 4.3 External Emergency Services---------------------------------------------------------- 32 4.4 Service Partners---------------------------------------------------------------- ---------- 32

4.5 Other MA Departments---------------------------------------------------------------- 33



Part B – Page 3

4.5.1 Environment------------------------------------------------------------------------------- 33

4.5.2 Asset Management / Capital Delivery---------------------------------------------- 33 4.5.3 Terminal Engineering--------------------------------------------------------- ---------- 33 4.5.4 Airside Bussing --------------------------------------------------------------------------- 33

5 SAFETY TARGETS-------------------------------------------------------------- ---------- 33 5.1 Safety Improvement Plan-------------------------------------------------------------- 33 6 EMERGENCY PLANNING----------------------------------------------------- ---------- 34

7 DOCUMENT & DATA MANAGEMENT---------------------------------------------- 35 7.1 Types of Documentation and Notices------------------------------------ ------- -- 35

7.2 Document Owners----------------------------------------------------------------------- 36

7.3 Issue Methods------------------------------------------------------------------ ---------- 36 7.3.1 Amending of Documents--------------------------------------------------------------- 36

7.3.2 Operational and Administrative Changes------------------------------------------ 37

7.3.3 Email Address----------------------------------------------------------------------------- 37

7.4 Changes to Regulatory Documentation---------------------------------- ---------- 37 7.5 Aeronautical Data Quality [ADQ]----- ---------------------------------------------- 37 7.6 The Recording of Aircraft Movements--------------------------------------------- 37 7.7 Record Keeping---------------------------- --------------------------------------------- 38

Safety Risk Management

8 Safety Risk Management------------------------------------------------ ---------- 39 8.1 Introduction------------------------------------------------------------------------------- 39 8.1.1 Definitions and Terminology ------------------------------------------------- ------- 39 8.2 Safety Risk Management Methodology -------- ---------------------------------- 40 8.2.1 Objective ------------------------ ------------------------------------------------- ------- 40 8.2.2 Requirement-------------------- ------------------------------------------------- ------- 40 8.2.3 Scope ----------------------------- ------------------------------------------------- ------- 40 8.2.4 Responsibilities------------------ ------------------------------------------------- ------- 41 8.2.5 The System Risk Management (SRM) Process -------------------------- ------- 41 8.2.6 Risk Assessment Methodology - Guidance ------------------------------- ------- 48 8.2.7 References ---------------------------------------- ------------------------------- ------- 50 9 AIRFIELD SAFETY REPORTING & INVESTIGATION------------------------------ 51

9.1 Airfield Occurrence Reports----------------------------------------------------------- 51 9.2 Mandatory Safety Reporting---------------------------------------------------------- 51

9.3 Reporting Procedures------------------------------------------------------------- ----- 51 9.4 Incident / Accident Investigation----------------------------------------------------- 52 9.5 Follow Up Actions------------------------------------------------------------------------ 52 9.6 Categorisation of MOR Incidents----------------------------------------------------- 52 9.6.1 Definitions----------------------------------------------------------------------- ---------- 53



Part B – Page 4

Safety Assurance

10 SAFETY PERFORMANCE MONITORING-------------------------------------------- 54 10.1 Safety Severity Categorisation-------------------------------------------------------- 55 10.2 Safety Surveys---------------------------------------------------------------------------- 56 11 CONTRACTED ACTIVITIES------------------------------------------------------------- 57 11.1 ILS Inspections---------------------------------------------------------------------------- 57 11.2 Compass swing Provision-------------------------------------------------------------- 57 11.3 Aerodrome Survey Data & treatment of obstacles------------------------------ 57 11.4 The management of air traffic-------------------------------------------------------- 57 11.5 Aeronautical Ground Lighting--------------------------------------------------------- 57 11.6 Navigational Aids------------------------------------------------------------------------- 57

12 SAFETY AUDITING----------------------------------------------------------------------- 58 12.1 Airside Safety Audits-------------------------------------------------------------------- 58

12.1.1 Safety Audit Process--------------------------------------------------------------------- 59

12.1.2 Safety Audit Schedule------------------------------------------------------------------- 60

12.2 Manchester Airport Group Auditing ----------------------------------------------- 60 12.3 Audit Frequency-------------------------------------------------------------------------- 60 12.3.1 Auditable Areas--------------------------------------------------------------------------- 61 12.3.2 The Airfield Operations Safety Audit Team---------------------------------------- 61 12.3.3 Audit Plan--------------------------------------------------------------------------------- 62 12.3.4 Audit Conduct----------------------------------------------------------------------------- 62 12.3.5 Open Meeting----------------------------------------------------------------------------- 62 12.3.6 Audit Procedure-------------------------------------------------------------------------- 62 12.3.7 Closing Meeting-------------------------------------------------------------------------- 63 12.3.8 Audit Response--------------------------------------------------------------------------- 63 12.3.9 Audit Follow-up-------------------------------------------------------------------------- 63 13 SAFETY REPORTING--------------------------------------------------------------------- 64 13.1 Open Reporting System---------------------------------------------------------------- 64 13.2 Safety Issue Reporting------------------------------------------------------------------ 64 13.3 Voluntary Safety Reporting------------------------------------------------------------ 64

14 SAFETY COMPETENCY FRAMEWORKS--------------------------------------------- 64 15 MANAGEMENT OF CHANGE---------------------------------------------------------- 65 15.1 Introduction ------------------------------------------------------------------------------ 65 15.1.1 Changes Requiring Notification to Competent Authority --------------------- 65 15.1.2 Changes not Requiring Notification to Competent Authority ---------------- 65 15.2 The Management of Change (Personnel)------------------------------- ---------- 66 15.2.1 Requirement ----------------------------------------------------------------------------- 66 15.2.2 Responsibilities---------------------------------------------------------------- ---------- 66 15.2.3 Direct Role Replacement --------------------------------------------------- ---------- 66 15.2.4 Merger of Roles --------------------------------------------------------------- ---------- 66 15.2.5 Guidance--------------------- --------------------------------------------------- ---------- 66 15.2.6 References ------------------ --------------------------------------------------- ---------- 67 15.3 The Management of Change (System/Equipment/Procedure)---- ---------- 67 15.3.1 Requirement---------------- --------------------------------------------------- ---------- 67



Part B – Page 5

15.3.2 Responsibilities------------- --------------------------------------------------- ---------- 67 15.3.3 Procedural change-------- --------------------------------------------------- ---------- 67 15.3.4 System/Equipment change------------------------------------------------- ---------- 67 15.3.5 Guidance------------------------------------------------------------------------ ---------- 68 15.3.6 References---------------------------------------------------------------------- ---------- 68

Safety Promotion 16 SAFETY COMMUNICATIONS---------------------------------------------------------68

17 SAFETY TRAINING & EDUCATION---------------------------------------------------69 17.1 Manchester Airport Staff--------------------------------------------------------------- 69

17.2 Third Party Company Staff------------------------------------------------------------- 69

17.3 External Groups-------------------------------------------------------------------------- 69

17.4 Human Factors---------------------------------------------------------------------------- 69



Part B – Page 6

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 Airfield Planning & Compliance Manager 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 Context

The Manchester Airport Airfield Operations Safety Management System is concerned with Operational Safety and the management of risk on the aerodrome. There are two other elements under the general title of Risk at Manchester Airport; namely Occupation Health & Safety and Business Impact Risk. Whilst all three elements are crucial and necessary, it is important to emphasise that this SMS, and all that is contained within it, focuses only on Operational Safety. The other two areas concern risks to people or to the health of the company as illustrated below.

Safety and Risk at Manchester Airport



Part B – Page 7

The departments that fall under the operations SMS are:

Airfield Operations, Safety & Compliance

Airfield Operations

Manchester Airport Fire & Rescue Service (MAFRS)

Asset Management

Motor Transport

1.2 Scope of the Safety Management System

Manchester Airports Safety Management system (SMS) forms the top-tier; strategic outline of the way safety is managed across the Manchester Airport Airfield site. It identifies the principles that govern our safety management, and where relevant, relates to documents that outline more specifically the procedures and actions that are carried out in Part E.

The SMS relates to other aerodrome documentation in the following way:



Part B – Page 8

2 SAFETY POLICIES & MANAGEMENT STRUCTURES

2.1 Manchester Airport Airfield Safety Policy

Air transport operations can be hazardous. Risks must be managed and safety will be embedded in our business thinking. The Manchester Airport Accountable Manager and members of senior management will lead and set the standards for a safe airport operation to achieve our safety performance objectives and targets.

Therefore, our commitment is to:

a) Operate and continually develop an effective Airfield Operations Safety Management

System to provide a systematic foundation for safety in all our airfield activities. b) Ensure that aerodrome safety is suitably prioritised when considered relative to

commercial, operational, and environmental conflicts. c) Comply with and, when considered necessary, exceed legislative and regulatory

requirements and standards. d) Clearly define for all our staff their responsibilities for the delivery of airfield safety

performance. e) Ensure that all our staff are provided with adequate and appropriate training, are

competent in safety matters, and are only allocated tasks commensurate with their skills.

f) Ensure that sufficient resources are available to implement our safety policies and activities.

g) Demonstrate and provide leadership across third parties operating on airfield to minimise the risks associated with aerodrome operations.

h) Operate a safety risk management process to ensure that Operations safety risks are reduced to be As Low as Reasonably Practicable (ALARP).

i) Ensure that externally supplied systems and services that impact upon the safety of our operations meets appropriate safety standards.

j) Audit, record, and review our safety performance against realistic objectives and/or targets, take appropriate action when required, and establish continuing improvement.

k) Ensure that appropriate safety information is provided to all airfield users and employees, and that people are aware of risks and relevant safety control measures.

l) Promote 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 when there is gross negligence , or a deliberate or wilful disregard to our standard operating practices and procedures.

Rad Taylor (The Accountable Manager) Operations Director January 2016



Part B – Page 9

2.2 Key Safety Post holders

Managing Director Ken O’Toole

Operations Director (The Accountable Manager) Rad Taylor

2.2.1 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 Airfield Planning & Compliance Manager.

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.



Part B – Page 10

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.



Part B – Page 11

2.4 Safety Accountabilities & Responsibilities

2.4.1 Managing Director

Current Post Holder

Ken O’Toole

Aerodrome Safety Accountabilities

The Managing Director is accountable to the MAG Chief Executive Officer

Key Aerodrome Safety Responsibilities

Ensure that relevant safety significant issues are brought to the attention of the Board.

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

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

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

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

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



Part B – Page 12

2.4.2 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 Managing Director.


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 of maintaining the Aerodrome Certificate.

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

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

Ensure that suitable qualified and competent persons are employed in operational and safety 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.




Part B – Page 13

2.4.3 Asset Management Director

Current Post Holder

Ian Costigan


The Asset Management Director is accountable to the Managing Director.


Ensures that people, processes and systems are continuously reviewed and updated to

ensure that regulatory and service KPIs are continuously met or exceeded.

Plan, supply and/or co-ordinate major and key operational activities and/or services in an efficient and timely manner to support both secure and efficient airport operations.

Oversee and co-ordinate the development and maintenance of emerging plans and procedures to ensure the maximum safeguarding of life and to minimise the impact of emergency 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.




Part B – Page 14

2.4.4 Head of Fire & Emergency Services

Current Post Holder

Simon Woodward


The Head of Fire & Emergency Services 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 safety protocols and to the required EASA standards.

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

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




Part B – Page 15

2.4.5 Head of Asset Maintenance Optimisation

Current Post Holder

Vacant


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


Ensure that the Aerodrome Ground Lighting (AGL) including Visual Docking Guidance

Systems are installed and maintained to the requirements of the EASA Certification Specifications CS.ADR-DSN.M.

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

Ensure that the AGL control system, including VCR use interface and runway incursion sensors 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.



Part B – Page 16

2.4.6 Airfield Planning & Compliance Manager (Safety Manager)

Current Post Holder

Chris Wild


The Airfield Planning & Compliance Manager is accountable to the Operations Director.

Key Aerodrome Safety Responsibilities Ensure that airfield safety considerations are taken into account during the planning

process for all airside development projects and maintenance works.

Ensure all proposed new airside infrastructure is assessed for its safety implications and compliance with the requirements of EASA and ICAO Annex 14.

Ensure details of all work in progress are promulgated in accordance with the Manchester Airport Airside Directives.

Ensure that Aerodrome Safeguarding assessments are undertaken in accordance with CAP 738 and that appropriate safety consultation takes place.

Ensure the MA 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.

Develop strategies to reduce operational accidents and incidents.

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.

Establish and maintain policies and procedures that ensure compliance with CAP 700.

Monitor safety performance and target improvement activity through chair of OSMC and elevate to the Manchester Airport Safety Board, 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 which support and improve the delivery of operational LOP's and SMS principles.




Part B – Page 17

2.4.7 Head of Asset Management Services

Current Post Holder

Stephen Johnston


The Head of Asset Management Services is accountable to the Asset Management Director.

Key Aerodrome Safety Responsibilities Oversee and co-ordinate the overall planning and control of regular and ad-hoc quality

assurance reviews and investigations in major and key operational areas to ensure quality standards are maintained.

Ensure that airfield pavements for use by aircraft are maintained free of FOD and in good 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 all types of spillages.

Provide adequate resources to respond to an emergency situation as dictated by the MA 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 the Airfield Wildlife Control Manager.

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

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

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

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

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

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

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

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




Part B – Page 18

2.4.8 Head of Airside Operations

Current Post Holder

Steve McCusker


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


Ensure that a thorough system of airfield inspections is carried out, recorded and followed up.

Manage resource to provide airside safety services including, Discipline and policing of apron safety in accordance with CAP 642 and MA policies, Aircraft marshalling, Aircraft and vehicle escort.

Ensure that an effective Wildlife Hazard Management Plan is in place and reviewed on an annual basis.

Ensure that a system for reporting of safety significant occurrences is in place, including MOR and Reportable Accidents.

Ensure systems are in place that facilitates the safe allocation of aircraft to apron parking stands.

Ensure that MA and other airside users comply with all airside safety standards and recommended practices in accordance with the requirements of the Aerodrome Licence, Aerodrome Manual, local operating procedures, and safety instructions.

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

Ensure that all operational staff are trained and competent to carry out duties within the LOPs.

Design and implement LOP's that support high level safety instructions and policies in accordance with safety measures identified in operational risk assessments.

Ensure that allocated operational risk assessments are kept up to date and reviewed in accordance with company procedures.

Ensure that the aerodrome remains safe for use in adverse weather conditions through development, review, and activation procedures.

Ensure an effective emergency response is provided by Airfield Operations in accordance with the Manchester Airport Emergency Orders.

Ensure that runway friction characteristics meet or exceed Minimum Friction Level as defined by CAP 683.




Part B – Page 19

2.4.9 Airfield Duty Managers

Aerodrome Safety Accountabilities The Airfield Duty Managers (ADMs) are accountable to the Head of Airside Operations.


The ADM is the senior aerodrome operational authority in the absence of the Operations Director or his/her deputy (Head of Airside Operations).



Part B – Page 20

2.4.10 Airfield & Network Performance Manager

Current Post Holder Rick Mernock


The Airport Performance Manager is accountable to the Operations Director.


Ensure operational efficiency programmes are fully aligned with safety management policies and principles.

Aircraft stand allocation system.

Discharging Airfield Control responsibilities detailed within the Emergency Orders.




Part B – Page 21

2.5 Competency & Fitness for Duty

Staff that are both competent and fit for duty are essential to any safe system of work. As such, policies relating to both competency and fitness for duty are shown below.

2.5.1 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 Airfield Safety Assurance Manager.

2.5.2 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



Part B – Page 22

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.

The details, including Terms of Reference, for committees attended by external parties can be found on www.MAGWorld.co.uk. 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.

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.

http://www.magworld.co.uk/magweb.nsf/Content/AirOpsCommittees



Part B – Page 23

3.1.2 MAG Aviation Operations Board

The MAG Aviation Operations Board meetings are held three times annually, rotating between airport sites. The meetings are chaired by the Operations Director (MAN, STN, EMA) and General Manager (BOH) respectively. Aim: to review group and industry aviation safety performance, ensuring that best practice and lessons learned are effectively shared and acted upon across all MAG 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. A matrix of meeting dates is held on G:\Airfield Safety & Compliance\Aerodrome Safety Committees, as well as the Terms of Reference and minutes for each meeting. The Chairperson for each committee is responsible for keeping their file updated with the relevant information.

3.2.1 Manchester Airport Safety Board The Manchester Airport Safety Board is a Bi-monthly meeting chaired by the Operations Director of Manchester Airport. It brings together all departments of Manchester Airport to oversee and coordinate Health & Safety across the whole airport site.



Part B – Page 24

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 safety and benchmark safety performance against industry best practice

2. Review compliance with regulatory standards and internal policy 3. 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

procedures 5. Ensure application of local, group and industry learning Review operational risk profile and track completion of agreed actions.

Accountability

Airfield Planning & Compliance Manager or appropriate deputy.

Authority

The Airfield Planning & Compliance Manager will seek guidance from the Manchester Airport Safety Board or Regulatory Authority in the event that an issue falls outside their accountability.

Composition Airfield Planning & Compliance Manager, Head of Airside Operations, Asset Maintenance Manager, Head of Fire & Emergency Services, General Manager NATS & Head of Health & Safety.

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 a change to organisational design and business planning needs are to be elevated to the Manchester Airport Safety Board.

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

3. Implement policies and initiatives to ensure SMS continuously improves 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 SMS Compliance Officer or appropriate deputy.

Terms of Reference

Terms of reference are reviewed annually.

Frequency Monthly



Part B – Page 25

3.2.3 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.

Duty &

Responsibilities

1. Review and discuss safety incidents relating to airfield operations 2. Review and discuss weekly AOR and MOR data, and Final Investigation

reports 3. Identify safety trends and determine suitable action plans 4. Produce summary reports to the OSMC based upon output from

monthly report data

Accountability Airfield Safety Assurance Manager or appropriate deputy

Authority The Airfield Safety 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 Airfield Safety Assurance Manager, Head of Airside Operations, Airfield Duty Manager, Health & Safety Manager, Ground Service 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 parties 2. Proposals and actions to address safety trends and determine action

plans e.g. changes to operating policies or airfield infrastructure 3. Summary repots for OSMC


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

Terms of Reference


Frequency Weekly



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3.2.4 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.

Duty &

Responsibilities

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

2. Review weekly safety occurrences, emergency responses and any procedural issues

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

4. Review operational risk profile and track completion of agreed actions 5. Implement positive actions to counter any negative trends. Track

performance of any measures implemented.

Accountability Head of Airside 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 a change to organisational design and business planning needs are to be elevated to the Operational Safety Management Committee and/or ANS Management Committee.

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

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

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


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

Terms of Reference


Frequency Weekly



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3.2.5 Airfield Safety Strategy Group

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

Duty &

Responsibilities

5. Promotion of good safety behaviours across the airfield through effective 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 Airfield Safety Assurance Manager or Airfield Planning and Compliance Manager (deputy)

Authority The Airfield Safety 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 Airfield Safety Assurance Manager, Airfield Planning & Compliance Manager, Operations Director, MA Health and Safety Manager, Head of Airside Operations, Ground Services 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 actions 2.Promotional material and messages 3.Agreement on changes to airside safety policy 4.Information sharing amongst business partners


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

Terms of Reference


Frequency Bi-Monthly



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3.2.6 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.

Duty &

Responsibilities

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 Airfield Planning & Compliance Manager

Authority The Airfield Planning & Compliance Manager 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), Airfield Planning & Compliance Manager, Head of Airside Operations, Asset Maintenance Manager, Airfield & Network Performance 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.



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3.2.7 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.

Duty &

Responsibilities

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

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

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

4. To review runway incursions/excursions, trends and lessons learnt. 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 Airfield Planning & Compliance Manager

Authority The Airfield Planning & Compliance Manager 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), Airfield Planning & Compliance Manager, Head of Airside Operations, Asset Maintenance Manager, Airfield & Network Performance Manager, Airfield Planning representative, Head of Fire & Emergency Services, 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 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 runway safety standards and design of mitigation/reduction strategies where necessary.

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

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.



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3.2.8 Emergency Planning Committee

Aim To review, discuss and agree policies and plans for emergency and contingency responses including measures to improve general resilience.

Duty &

Responsibilities

1. Formulate policy on the airport emergency response and plans 2. To meet the requirement of the Civil Contingencies Act as a Category 2

responder 3. Review the emergency procedures in response to updates and

proposals from : EPC sub groups and other agencies

Debriefs from incidents and exercises

Changes in organisational structures, airport infrastructure, technology and business relationships.

4. Ensure effective communication of emergency plans 5. Plan, co-ordinate, implement and review emergency training and

exercises to enhance preparedness 6. Ensure corrective action is taken is taken to resolve deficiencies.

Accountability Emergency Planning Manager

Authority OSMC

Composition Emergency Planning Manager, Head of Fire and Emergency Services , Head of Terminal, AGMA CCRU, Cheshire Police , Joint Cheshire Emergency Planning, GMP Inspector MAN Airport ,AOC Representative , Chaplain(MA) North West Ambulance Service, GM Fire and Rescue Services , NATS, Cheshire Fire and Rescue, Public Health England, CAA

Quorum 6 persons

Performance EPC performance is monitored as part of EASA/CAA audit

Outputs 1. Agreed updates to Emergency Orders and contingency plans 2. Communication of significant changes 3. Co-ordinated responses to emergency incidents.


Minutes to be taken by EPM or appropriate deputy

Terms of Reference

Reviewed annually

Frequency Quarterly



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

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

Operations Director

Head of Fire & Emergency

Services

Fire Service Operations Manager

Head of Health &

Safety

Airfield Planning & Compliance

Manager

Emergency Planning Manager

Airfield Safety Assurance Manager

Head of Airside

Operations

Asset Management

Airfield Duty Managers

NATS General/ ATC Manager



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4 SAFETY INTERFACES & 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 600 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 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.



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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 Engineers

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.



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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 Manager exists, and is located within the Airfield Operations, Safety and Compliance team. 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 Emergency Planning Manager. Its stated purpose is to review, discuss and agree policies and plans for emergency and contingency responses including measures to improve general resilience.



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7 DOCUMENT & 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. Airside Directives) 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 on MAGWorld?

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

Airside Directives (AD) A notice issued in advance to changes in infrastructure or procedures arising from:

Airside development and maintenance works

Special events

Loss of, or changes to airfield lighting and navigation aids

Closures, changes, or restrictions to facilities for various reasons

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 Airside Directive

As Required No

Airside Safety Bulletin (ASB) ASBs are used as an ad-hoc formal notice, including instructions or reminders of existing instructions. These are distributed whenever the need arises i.e. an ASB on PPE could be issued in response to observed incorrect use of PPE.

As required Yes

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

Quarterly Yes



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7.2 Document Owners

Document Owner Aerodrome Manual Part A,C,D,E Airfield Planning & Compliance Manager

Aerodrome Manual Part B Airfield Safety Assurance Manager

Emergency Orders Emergency Planning Manager

Airside Directive Airfield Operations, Safety & Compliance Team

MWB Airfield Planning Team

ASB Airfield Safety Assurance Manager

SRA Airfield Operations, Safety & Compliance Team

DRA Airfield Planning & Compliance Manager

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 Airside Directives, Airside Safety Bulletins, 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 MAGWorld Website: www.magworld.co.uk 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 Documents

The Aerodrome Manual is formally issued at the beginning of each calendar year and then updated throughout the year in the form of updated versions. For example, at the beginning of 2016 the Aerodrome Manual is issued as 2016 v1. If an operational change occurs then 2016 v2 will be issued. A notice will be sent to all recipients to advise that a new version is available including a covering note stating what has been altered within the document. Information that has been altered will then be highlighted in yellow within the document. Highlighting will only be applied for the first version in which the information was altered. Documents such as Airside Directive (AD) are issued when required, but are not updated with version numbers. If there is a change to one of these documents (such as an operational change impacting an AD) then a new document is issued through the procedure at 7.1 and with a new number. The previous document will be cancelled to prevent any confusion.




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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. 20160101 Manchester Airport Aerodrome Manual v1 (1

st January 2016)

AD, ASB, MWB “Abbreviated Document Name” “Issue” “YYYY” i.e. ASB 01-2016

SRA, DRA, ORA “Abbreviated Document Name” “Issue” “YYYY” i.e. DRA 01-2016

7.3.2 Operational and Administrative Changes

An Operational Change is a significant alteration to existing work practices that is permanent. Such changes require a new version of the relevant document(s) to be issued.

An Administrative Change is something such as spelling, grammar, operator update and the like. This does not require a new version of the relevant document(s) to be issued, and as such, changes will be made without notification.

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.




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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

a. Email – Backed up daily b. PC Hard drive – Backed up 3 times daily c. 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 Aerodrome Certificate; the certification basis, the alternative means of compliance in use

and the current aerodrome or aerodrome operator certificate(s), for the lifespan of the certificate.

b) Suitable and sufficient records with other organisations, for as long as such arrangements are in effect. c) Suitable and sufficient records and manuals of aerodrome equipment or systems employed 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 the system/procedure/activity or for a minimum of 5 year. e) Suitable and sufficient records of personnel training, qualifications, and medical

records as well as their proficiency checks, as appropriate, for at least four years after the end of their employment, or until the area of their employment has been audited by the Competent Authority.

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



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8 SAFETY RISK MANAGEMENT 8.1 Introduction

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

Safety risk management is a generic term that encompasses the assessment and mitigation of the 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 appropriate safety information is provided to all airfield users and employees to ensure that people are aware of risks and relevant safety control measures.

Aviation is, by nature, a business that requires careful management of the inherent and latent hazards involved, as it is not practicable to eliminate all hazards from the operation. Not all safety risks are avoidable, and under certain circumstances, the cost of nullifying a risk outweighs the benefits gained (e.g. installing underground heating to prevent moisture freezing on the runway would make operations in winter inherently safer, but the costs of doing so would make it prohibitively out of proportion to other means of managing the associated hazards). The safety risk management process is designed to ensure that Operations safety risks are reduced to be As Low As Reasonably Practicable (ALARP). This Section describes the Operational safety risk management process for Manchester Airport Operations and how we ensure that the policy is achieved. Note that a separate method of risk assessment is used throughout the Group for assessment of hazards relating to job function related tasks.

8.1.1 Definitions and Terminology

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

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

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

Likelihood: The chance, or probability, of an adverse consequence or condition occurring. (These are categorised for the purposes of the risk assessment process in Table 2 later).

Safety Risk: An expression used to describe the overall assessment of a threat presented by the potential adverse consequences of a hazard. This is described as a combination of the predicted likelihood and severity of an undesired occurrence.



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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.

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.



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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 Fire & Emergency Services

Airfield Planning and Compliance Manager

Airfield Safety Assurance Manager

Head of Airside Operations

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.



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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.



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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 other organisations.

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 destroyed

Vehicle or equipment destroyed with associated loss of life

Fatality or multiple fatalities, or multiple serious injuries

Major fire or explosion with substantial loss of facilities

5

Serious Single major injury; loss of limbs, permanent disability (RIDDOR Serious)

Aircraft damaged requiring prolonged major repairs

Vehicle damaged beyond repair and associated serious injury

Loss or relocation of facility damaged beyond use (several days or weeks)

Very high workload to key personnel, with likely impairment of performance or accuracy

4

Moderate Moderate to serious damage to an aircraft, unserviceable for repairs

Vehicle, equipment or property damage. Out of service with costly repairs

Significant operating limitations and significant disruption (several hours)

Lost time injuries to person(s) (RIDDOR reportable)

Demanding workload to key personnel, potential for loss of attention

3

Minor Light damage to an aircraft (visible but no adverse effect)

Light or moderate damage to vehicles (unfit for use)

Minor injuries (First Aid treatable)

Short term disruption to operations or some facilities (up to an hour)

2

Negligible Nuisance or distraction but nil injury or near miss

Procedure violated with no adverse effect

Birdstrike with a single small low risk species

Slightly reduced margin of safety but controlled within existing procedures

1



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

Table 2 – Likelihood Rating

Likelihood Permanent Project Temporary Project

Often About once a week

Known to occur at MAN about 50 times per year on average.

Almost certain to occur several times during the programme or activity

5

Likely About once a month

Known to occur at MAN about 10 times per year on average.

Can be expected to occur at least once during the programme or activity

4

Occasional

About once a year

May occur at MAN once in a few years on average. Reported in the industry occasionally.

Possible, but mostly unlikely to occur during the programme or activity 3

Remote

About once in 10 years

May rarely have happened at MAN. Known to be reported in the industry, but infrequently.

Very unlikely to occur during the programme or activity

2

Improbable

About once in 50 years or more

Almost impossible, should virtually never occur but may be known rarely worldwide.

Highly unlikely during the programme or activity

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.



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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 Improbable

(1) Remote

(2) Occasional

(3) Likely

(4) Often

(5)

Catastrophic (5)

5 10 15 20 25

Serious (4)

4 8 12 16 20

Moderate (3)

3 6 9 12 15

Minor (2)

2 4 6 8 10

Negligible (1)

1 2 3 4 5

Risk Classification Required Action

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. The risk shall be scheduled for review not later than 24 months from date of completion.

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. The risk shall be scheduled for review not later than 12 months from date of completion.

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.

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.



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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 for risk assessments is outlined below:

Sign-off authority for Risk Assessment

Manager or Head of Department

Operations Director (Accountable Manager) (Managing Director in absence of the above)

Risk is not acceptable.

Sign-off authority for Risk Assessment

Risk Classification Risk Validity Period

2 Years

1 Year

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 the

assessment process, the OSMC will conduct a review. This may be carried out directly by OSMC 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: -



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

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 reduce the 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;



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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.



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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 the top 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 is realised.

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

Assess the Likelihood of the outcome (again, with reference to the realistic worst foreseeable 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 the consequences 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.



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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 -

Level 3 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

A Level 3 HAZOPS will be carried out in accordance with Level 3 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) CAP 795 - Safety Management Systems - Guidance to Organisations

c) ICAO Doc 9859 – Safety Management Manual



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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, ASAM 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 the procedures contained in CAP 670 and CAP 382.

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 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 ASAM, as soon as reasonably practicable or in the absence of the HAO the ADM will facilitate this action.



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9.4 Incident / Accident Investigation

The ASAM 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 Airfield Planning & Compliance Manager for consideration. The ASAM 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



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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 ASAM for urgent investigation. Recommendations to be implemented within 3 months.

B Refer to ASAM 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.



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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 Operations, 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 Vehicle Grassland 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 CAP642 Vehicle/Equipment Inspections CAP642 Summary Safety Awareness Promotion Airside Safety Bulletins Airfield Safety Promotion News



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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.

Type of Event Level 1 Negligible

Level 2 Minor

Level 3 Moderate

Level 4 Serious

Level 5 Catastrophic

ANS Event

Airprox No conflicting traffic. Meets definition technically but no adverse effect

Traffic conflict but no significant adverse effect, routine intervention

Event that required urgent intervention to avoid being serious

Event narrowly avoided an Accident

N/A – Aircraft collision

Loss of Separation

Level Bust

Airspace Infringement

TCAS R/A alert

Runway Incursion N/A As above (Cat C/D)

As above (Cat B)

As above (Cat A) N/A – Aircraft collision

Accident to aircraft

Potential collision prevented by chance or intervention

Damage visible but no adverse effect

Aircraft unserviceable due to costly damage

Aircraft requires prolonged major repairs, any reportable serious injury

Aircraft destroyed, possible loss of life

Accident to vehicle or equipment

Insignificant damage and no injury

Damage renders unfit for use, minor low cost repairs, possible first aid injury

Damage renders unfit for use, major costly repairs, any minor loss time injury

Damaged beyond repair and any reportable serious injury caused

Vehicle or equipment destroyed and loss of life

Birdstrike (Confirmed and Unconfirmed reports)

Confirmed or reported event on or in vicinity of airfield but no adverse effect on flight

Damage visible but no adverse effect on flight. Any strike by multiple birds

Aircraft unserviceable due need for repairs, possible cautionary landing

Aircraft makes an urgent emergency landing and requires prolonged major repairs

Aircraft destroyed, possible loss of life (see Accident to aircraft)



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Further guidance on scope for categorisation

Type of Event Level 1 Negligible

Level 2 Minor

Level 3 Moderate

Level 4 Serious

Level 5 Catastrophic

ANS Events inc. Runway Incursion

No immediate effect on safety. Existing safety controls effective in preventing a more significant outcome.

Safety levels deteriorated but event managed within safety margins to prevent a more serious outcome. Ample time to consider options for intervention action.

Safety is compromised, leading to a large reduction in safety margins. Safety controls effective are few or almost nil, possibly solely reliant on human intervention to resolve. Use of urgent or emergency procedures used to recover the situation.

Accident nearly occurs, no safety controls remained effective. Outcome not under control of any party and accident avoided by providence. Little or no active intervention possible or took place or time available. Potentially extreme manoeuvre may have been executed.

Accident, but not including range of events defined in CAP 382 or EC/94/56 (some fall into Level 3 or 4 for accident damage to aircraft).

Human Injury No injury or near miss. Injury prevented by chance or intervention.

Minor, first aid treatable injury.

Lost time injury within RIDDOR criteria (3+ days).

HSE Major RIDDOR injury to no more than one person.

Multiple or single loss of life or multiple Major RIDDOR injuries.

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.



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11 CONTRACTED ACTIVITIES

11.1 ILS Inspections

ILS flight inspections take place every six months on the ILS equipped runways. A licensed contractor (currently Cobham Flight Inspection Ltd) 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 soft wear 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.



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12 SAFETY AUDITING

Auditing various airfield activities is an important part of the SMS and is essential to ensuring Safety Performance Monitoring and Measurement. The safety auditing process is divided into 2 categories:

Internal Audits

External Audits

Where the competence to complete audits is held internally, MA and/or MAG staff carry out audits. When the subject area is too specific to have a specifically trained member of internal staff, external companies are used. The next section gives an outline of the Safety Audit system currently in place.

12.1 Airside Safety Audits

The following areas are subject to audit, either by Airfield Operations, Safety and Compliance or an externally appointed company:

Audit Area Brief Description Auditor Minimum Audit Frequency

MA Internal Departments

To ensure compliance with the Safety Management System

Airfield Operations, Safety & Compliance / External

Annually

Fuel Management

Compliance with CAP748 for those companies who store aviation fuel or who have responsibilities for “into plane fuelling”.

External Bi-Annually per service partner

Service Partner To assess Service Partners’ compliance with MA requirements for airside operations and ASI’s.


Refer to annual audit matrix

Aircraft Turnround To assess Service Partners’ compliance with CAP 642 and Local Airfield Instructions.


Daily

Driver Training (Internal / External)

To ensure compliance with the AOA / Manoeuvring Drivers Permit Scheme


Annually per service partner

Self Certification (Operators Vehicle Maintenance Standards)

To assess the Operators’ compliance with CAP 642 and MA requirements on vehicle standards.

External Annually per service partner

Ramp Vehicle Inspection

Spot-check process to monitor compliance with CAP642 vehicle standards.

Airfield Operations Weekly

Self Certification (Airbridge Operator Training)

To assess the Operators’ compliance with MA requirements on the airbridge training operation protocol.


Annually per service partner



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12.1.1 Safety Audit 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 the upcoming audit date and time.

Audit – an audit is carried out by Airfield Operations, Safety & Compliance by one or more of the Audit 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 any safety concerns.

Check and review of action plan – the action plan is monitored and followed up to ensure that all safety concerns have been addressed.

Depending upon the type of audit this 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.



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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 Airfield Safety Assurance Manager. Persistent non-compliances by individual companies will be monitored by the Airfield Operations, Safety & Compliance Audit Team and brought to the attention of the Airfield Safety Assurance Manager. 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 and Operational Safety Management Committee (OSMC). A Safety Management Audit Matrix is produced by the Airfield Operations, Safety and Compliance Audit team, this document sets out the dates of the programmed audits for a 12 month period, whilst the matrix sets out the preferred audit schedule, changes to the matrix will be made to facilitate the audit process when necessary. Further audits may be included in to the schedule, should a company not maintain agreed safety standards.

12.1.2 Safety Audit Schedule

An annual schedule of the audits to be carried out is produced for each financial year. The Airfield Safety Assurance Manager is responsible for the Safety Audit Schedule. The internal and external annual audit schedules will be subject to approval by the APCM and the Operations Director (Accountable Manager).

12.2 Manchester Airport Group Auditing

Safety auditing is a core safety management activity and provides a means for systematically assessing how well each group airport is meeting its safety objectives. The MAG safety audit programme, (together with local safety performance monitoring) will provide feedback to departmental and senior managers concerning the safety performance of their individual airport. The safety audit process can provide the means of identifying potential problems before they have an impact on safety.

12.3 Audit Frequency

The Group audit will be carried out at each airport on a ‘rolling’ programme, ensuring that all group airports are audited within a 12-month period. The audit programme (dates, times etc) will be administered by Manchester Airport, Airfield Safety Assurance Manager. Specific audit dates will be set at the annual audit review meeting. The Audit Team will also review audit findings from the previous year and discuss the auditing process, ensuring best practice and high standards are maintained.



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12.3.1 Auditable Areas

Core items selected from:

Certification Documentation

Safety Management Systems

Aerodrome Characteristics (as per EASA AMC/GM]

Aerodrome Safeguarding, Surveys & Management of Obstacles

Apron Management

Runway Incursion /Excursion Prevention

Airfield Wildlife and Grassland Management

On Aerodrome Developments (as per CAP 791)

Runway Surface Friction (reports & management of system (CAP 683)

Airside Driving & Vehicle Standards

Airfield Ground Lighting

Fuel Management In addition ‘Theme Items’ and areas of focus should also be included. These may include current high profile/targeted regulatory issues and also areas identified as requiring some form of action from previous audits.

12.3.2 The Airfield Operations Safety Audit Team

As defined in ICAO doc. 9859 the MAG audit team will comprise of personnel who have practical experience in the disciplines relevant to those areas to be audited, have a good knowledge of the relevant regulatory requirements and the audited airports SMS.

An audit team member will meet one of the following category requirements, as defined within the MAG group operations and safety audit team – core competency matrix.

Competent Auditor: A person who has undertaken recognised training and has relevant experience in their

present position for the relevant discipline. They must also have undertaken recognised training in auditing techniques. This person is authorised as competent to undertake auditing of the relevant discipline alone or as a member of a task group that includes an assistant who has the relevant discipline competencies. Assistant:

A person who has significant experience of the relevant discipline. This person may act as a member of a task group auditing the relevant discipline but only when at least one other member of the group is a Competent Auditor. This person may not act alone.

Lead Auditor:

Must have taken recognised training in auditing techniques and be able to act as Competent Auditor.

Each Manchester Airport Group audit team will comprise of a minimum of four persons to include at least two competent auditors of whom one will assume the lead auditor (audit team leader) role. Team members will be drawn from Airfield Operations staff from each of the other group airports and will be of a minimum grade of Supervisor (or equivalent).



Part B – Page 62

Development of others to undertake auditing duties shall commence with such persons initially adopting an observer role, prior to undergoing auditing techniques training. An audit co-ordinator shall also be appointed prior to each audit in order to facilitate the audit process at the recipient airport; this function will also provide the appropriate response within the detailed timescales.

12.3.3 Audit Plan

As part of the ‘audit plan’ a formal notification of intention to perform each group audit will be sent to the relevant airport by the nominated lead auditor at least 28 days prior to the audit. Requests for preparatory material (procedures, training records etc) and the availability of audit interviewees will also be made at this time. Each airport will have a clear understanding of the purpose, scope, resource requirements, audit and follow up processes prior to the arrival of the audit team.

12.3.4 Audit Conduct

This is the actual audit process of fact finding and or inspection. Any pertinent information relating to the process or procedure under inspection may be reviewed. Audit teams are not to disrupt the normal routines or activities of the department/operation under audit.

12.3.5 Opening Meeting

Each MAG audit will commence with an opening (in-brief) meeting in which the lead auditor will present the background for the audit, its purpose and areas to be audited (as detailed within the audit plan under planned activities) by the audit team. The practical arrangements, including the audit programme and availability of staff for interview, as per planned activities will be discussed and agreed upon with the relevant departmental manager.

12.3.6 Audit Procedure

The audit team’s assessment will be comprised of the following elements:

Documentation review

Staff / third party interviews

Audit observations, in relation to relevant regulations and procedures so as to provide conformation on observations noted as nonconformities, deficiencies or safety shortcomings.

Reviews of previous group / regulatory audits. Audits can only be carried out with regards to each airport’s published Operational Procedures, Policies, Safety Management and Aerodrome Manuals. Only those theme items published on the pre-audit plan, together with any items remaining open from previous audits/follow ups will be audited. Should the audit Team leader request any additional areas to be audited these must be discussed with the relevant management team before or during the audit process. Any serious discrepancies (dependent on the nature) may be dealt with during the audit. (Airport management may also require regular progress reports during the audit).



Part B – Page 63

12.3.7 Closing meeting

A closing meeting will be held with the airport management in order to brief them on the audit findings these may fall into two categories: Auditor’s comments may include: -

Serious discrepancies of non-compliance requiring immediate attention, and/or Discrepancies or non-compliance requiring rectification within an agreed time limit.

Observations on issues that are likely to impact on safety or become regulatory issues before the next audit.

The results of the audit will be presented at the closing meeting in the form of an interim audit report. Comments made during the closing meeting will be considered in the preparation of the final audit report.

12.3.8 Audit Response

Following the audit, manager(s) from the departments concerned should develop an appropriate response; this should set out the action(s) to be taken to resolve identified deficiencies or safety shortcomings. A copy of this document should be forwarded to the lead auditor within six weeks of receipt of the final audit report.

12.3.9 Audit Follow-Up

The primary purpose of the audit follow up is to verify the effective implementation of the audit response. A follow-up visit should be made within 9 months of the audit response indicating the current status of progress made together with any unresolved non-compliance, deficiency or safety shortcomings. All MAG Airfield Operations audit findings and subsequent responses will be treated in confidence with those concerned parties but may be shared with relevant regulatory bodies. The Group Safety Board will discuss the results and review the response for each audit. Individual airports in line with their individual SMS will promulgate any relevant issues and/or learning points. The MAG Group Safety Board is to be kept informed of the results of the Airfield Operations auditing process.



Part B – Page 64

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.

14 SAFETY COMPETENCY FRAMEWORKS

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. Documentation is stored in accordance with CAP 790. MA does not currently stipulate requirements for the storing of other training records.

http://www.magworld.co.uk/maplc/safetyhazards.nsf/cf?openform



Part B – Page 65

15 THE MANAGEMENT OF CHANGE

15.1 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. Section 14 outlines the MA Operations Competency Framework, which form the core basis on which assessments of change are carried out. Therefore Section 14 should be read in conjunction with this section.

15.1.1 Changes Requiring Notification to 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 notification 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.

15.1.2 Changes not Requiring Notification to 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 15.2 and 15.3 describe the ‘Management of Change’.



Part B – Page 66

15.2 The Management of Change (Personnel) 15.2.1 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 Airfield Policy & Compliance Manager (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.

15.2.3 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.

15.2.4 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.

15.2.5 Guidance

a) Safety Competency Frameworks – Part B section 14

b) Change Management (System, Equipment, Procedure) – Part B, Para 15.3



Part B – Page 67

15.2.6 References

a) EASA ADR.OR.B.040(f) – Management of Changes



15.3 The Management of Change (System/Equipment/Procedure) 15.3.1 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.

15.3.3 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.

15.3.4 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.



Part B – Page 68

15.3.5 Guidance

a) Safety Risk Management Methodology – Part B, Para 8.2

b) Change Management (Personnel) – Part B, Para 15.2 15.3.6 References

a) EASA ADR.OR.B.040(f) – Management of Changes



16 SAFETY COMMUNICATIONS

Promoting and communicating the SMS is key to its success, particularly the sections focussed on behaviours and culture. A number of communication methods are used, and they are described below:

Operational Documentation and Notices

Aerodrome Manual

Part A - General Part B – Safety Management System Part C – Particular of the Aerodrome Part D – Particulars of the Aerodrome required to be reported to the AIS Part E – Aerodrome Policy & Procedures Emergency Orders

Airside Directives

Airside Safety Bulletin

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.

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.



Part B – Page 69

17 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.

17.1 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.

17.2 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.

17.3 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 17.4 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 post holders with operational safety responsibilities. This involves most managers within Operations.

Part C – Particulars of Aerodrome Site


Part C – Page 1

Part C Particulars of Aerodrome Site



Part C – Page 2

AERODROME CHARACTERISTICS

NOTE: Information in this Section must not be used for operational of 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


DRDF antenna

South of Taxiway Alpha, near A4

Transitional 13 feet


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



Part C – Page 3

4. MANOEUVRING AREA SURFACES

4.1. 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.



Part C – Page 4

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



Part C – Page 5

4.1.2 Illustration of declared distances and Runway End Safety Areas - Runway 05R-23L



Part C – Page 6

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 STD219-216)

E ASTL 23m 95/R/C/W/T 107 R/C/W/T 107 R/C/W/T

47.5m Strip incorporates Apron Road at the rear of Stand 251-247


E ASTL 23m 46.5m Strip incorporates Apron Road


E ASTL 23m 50.5m Strip incorporates Apron Road

Delta (R – D4)

E ASTL 23m 42.5m Strip incorporates Apron Road System

Delta (D4 – 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 Twy J Strip between J5 & J4 incorporates the Apron Road System.

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-G3 D ASTL 23m 95/R/C/W/T 36m Will accept Code E aircraft with a max wingspan of 60m.

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.

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

Landmark 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 driving on these may exist within this clearance.



Part C – Page 7

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



Part C – Page 8

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.



Part C – Page 9

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 93 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 122 aircraft, reducing to 93 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


4 1 SAFEDOCK 50 3 SAFEDOCK Taken out of service






10 1 SAFEDOCK 56 R M



12L 1 SAFEDOCK 61L R M

12R 1 SAFEDOCK 61C R M Situated on Taxiway QUEBEC

15 1 SAFEDOCK 61R R M Situated on Taxiway QUEBEC

16 3 SAFEDOCK 62 R M Situated on Taxiway QUEBEC

17 3 SAFEDOCK 62L R M Situated on Taxiway QUEBEC









29 1 SAFEDOCK 65L R M

31 1 SAFEDOCK 65R R M



42 3 SAFEDOCK 66R R M


44 3 M 67L R M

44L 3 SAFEDOCK 67R R M

44R 3 SAFEDOCK 68 R M




Part C – Page 10

68R R M 201 2 M

69 R M 202 2 SAFEDOCK

69L R M 202L 2 SAFEDOCK

69R R M 203 2 SAFEDOCK
















80 R M Situated on Taxiway PAPA 214 2 SAFEDOCK

81 R M 214L 2 SAFEDOCK


82L R M 216 R SAFEDOCK

82R R M 216R R M

83 R M 217 R M

83L R M 218 R M

83R R M 218R R M

84 R M 219 R M

84L R M 231 R M Situated on Taxiway PAPA

84R R M 233 R M

85 R M 235 R M

85L R M 237 R M

85R R M 239 R M

86 R M 241 R M

86L R M 243 R M

86R R M 245 R M

100 R M 247 R M

101 R M 249 R M

M = MARSHALLER



Part C – Page 11

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.



Part C – Page 12

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/Dual

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




54 AXA Airbridge 90kva Single No

55 AXA Airbridge 2 x 90kva Dual No

56 None



Part C – Page 13

57 None

58 None

61 None

62 None

63 None

64 None

65 None

66 AXA Pantograph 90kva Single No Centre 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





214 Jetway Airbridge 2 x 90kva Dual No

215 Jetway Airbridge 1 x 90kva Dual No




219 AXA Pantograph 2 x 60kva Dual No 231 None










Terminal 1

Terminal 2

Terminal 3

Remote



Part C – Page 14

4.9 Taxiway manoeuvring restrictions*

Taxiway Manoeuvring Restrictions

A None

C Turning C2 to D3 unlit. Max A330.

G Max wingspan 60 m (B787)

H None

J None

JE Not available to B757 whilst B767 on JF

JF Maximum Code C with eastbound traffic holding at B6

K None

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 V onto VB and T.

W/Y Maximum number if aircraft to be held in loop between W1 and Y1: 3 Code E, 4 Code D or 5 Code C

See also Part E, ASI 11 for restrictions applying to Very Large Aircraft.



Part C – Page 15

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

B.045 Runway 23L TORA includes a Starter Extension 150m long and 30m wide.

In the UK the TODA and TORA can be extended by the use of a Runway Starter Extension. Permitted 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


25/02/2015 CS ADR-DSN.M.770

EGCC uses Amber lamps for consistency with RTHPs.




Part C – Page 16

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 strips of certain Apron Stand Taxi Lanes.

- A380 uses some taxiways with slightly reduced centreline to object clearances.

LV-07 bow tie LV-07 sign off LV 12 bow-tie LV-12 sign off Minor non compliance (-2m against revised EASA standard)

5 17/02/2015 CS ADR-DSN.L.540

Runway Aiming Point markings are UK CAP 168 format.

Re-paint to Annex 14/EASA type.

Overdue



Part C – Page 17

5 AERODROME CHARTS & MAPS 5.1 Location of Aerodrome from the nearest towns



Part C – Page 18

5.2 Aerodrome Chart



Part C – Page 19

5.3 Aerodrome Parking / Docking Chart



Part C – Page 20

5.4 Aerodrome Operational Boundary / Access points



Part C – Page 21

VISUAL AIDS 6. INTRODUCTION

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/GM and CAP637.

Lighting will be operated in accordance with the requirements of EASA AMC/GM using control systems that comply with CAP670.

All visual aids are subject to inspection for damage, deterioration and serviceability requirements as described in this Manual.

All visual aids are maintained, repaired and replaced in accordance with the requirements of EASA AMC/GM.

The failure of any visual aid will be promulgated by NOTAM, ATIS, RTF as appropriate. CAA approved temporary visual aids may be used if required

Comments made by operators and operational staff concerning the location, operation and effectiveness of visual aids will be considered.

The implication for visual aids will be considered whenever there are new airfield developments.

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 aircraft by a marshaller, indicating that there is sufficient wing tip clearance will be ‘both arms outstretched horizontally’.

9. SURFACE MARKINGS

Painted surface markings are provided on the Runway and Taxiways in accordance with EASA CS-ADR-DSN.

“Runway Designation” markings at Runway Crossings Bravo, Bravo Zulu, Delta, Delta Zulu, Foxtrot, Foxtrot Zulu, Golf, Hotel, Hotel Zulu and Tango.

Surface markings for stand entry guidance markings include a yellow painted stand number with arrow indicating the extended stand centreline. The stand centreline itself is painted yellow 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 5m long mobile barriers painted white with orange Day-Glo panels which are lit with red obstacle portable lights at night and in LVP conditions



Part C – Page 22

9.1 Marking of Airfield Work In Progress

Inside the Localiser Sensitive Areas WIP is marked using non-metallic and frangible fencing.

All other WIP utilises 2 metre fencing of a more substantial construction, with high visibility base and obstruction lighting.

10 SIGNS

Illuminated Runway Mandatory Holding Position signs are located at each runway link.

Illuminated Taxiway information and Mandatory signs are provided at taxiway intersections and holding positions along taxiways. N.B Certain Intermediate Taxiway Holding Points have Mandatory Signs (White Lettering On Red Background) and others have Location Signs (Yellow Lettering on Black Background)

Illuminated Stand identification signs are provided for most aircraft stands whether pier-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 docking guidance arrangements at individual stands is given in section 3 table 5.6

12 AERONAUTICAL GROUND LIGHTING (AGL] 12.1 General

Aeronautical Ground Lighting (AGL) is a vital part of the airport’s operational infrastructure, enabling the continued safe operation of public transport flights at night and during adverse weather conditions.

Manchester Airport is certificated to operate in Category IIIB weather conditions on Runway 23R / 05L.



Part C – Page 23

12.1.1 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

12.1.2 Provision of Lighting – Taxiways and Aprons

Taxiway Lighting conforms to the requirements of EASA CS ADR-DSN.M.710.

12.1.3 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


Part D – Page 1

Part D Particulars of the aerodrome required to

be reported to the Aeronautical Information Service



Part D – Page 2

1 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

2 GEOGRAPHICAL COORDINATES OF THE AERODROME REFERENCE POINT

Latitude 532113N Longitude 0021630W

3 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



Part D – Page 3

3.5 Aerodrome Beacon

Aerodrome beacons are not used at Manchester Airport

4 NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS

Manchester Airport Group Olympic House Manchester Airport Manchester M90 1QX Telephone 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.



Part D – Page 4

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.



Part D – Page 5

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 05R/23L 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.



Part D – Page 6

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.



Part D – Page 7

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.



Part D – Page 8

8 NAVAIDS

Instrument Landing Systems (ILS) are provided for Runway 05L (CAT III), 05R (CAT I) and 23R (CAT III). A VHF Omni-Directional Beacon with Distance Measuring Equipment (VOR/DME) is located on the south side of the aerodrome and is available 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



Part D – Page 9

10.2 Taxiway Locations



Part D – Page 10

10.3 Aircraft stands

WGS84 Coordinates WGS84 Ht OSGB36 Coordinates Ht AMSL

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 532135.40N 0021612.42W 124.962 409.98 382120.3 384805.14 73.98 242.717

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

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

66L 532143.02N 0021658.70W 121.256 397.821 381265.56 385043.96 70.26 230.512

66R 532143.93N 0021700.31W 120.916 396.708 381235.98 385072.35 69.92 229.396



Part D – Page 11

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

73R 532156.91N 0021723.44W 117.845 386.63 380810.02 385474.98 66.84 219.291

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

81 532151.49N 0021656.29W 119.176 390.999 381311.19 385305.52 68.18 223.688

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 532206.32N 0021701.04W 119.35 391.568 381225.27 385764.32 68.35 224.245

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



Part D – Page 12

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



Part D – Page 13

10.4 Obstacles



Part D – Page 14



Part D – Page 15



Part D – Page 16

11 PAVEMENT SURFACE TYPE & BEARING STRENGTH USING AIRCRAFT CLASSIFICATION 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 THEIR ELEVATION

This is not applicable to Manchester Airport

13 RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES

Runway and Runway Intersection Declared Distances are calculated in accordance with 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 are assessed by the Airfield Duty Manager and at least one other competent person and are promulgated via NOTAM and ATIS.

14 CONTACT DETAILS OF AERODROME COORDINATOR FOR REMOVAL OF 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, Manchester Airport will notify, in writing, the CAA and promulgate the close via the appropriate means. The notification will be done in such time in advance, so as to allow for the timely publication of the changes. Upon the termination of the operation, Manchester Airport will apply closed runway markings, 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.



Part D – Page 17

16.3 Safety Accountabilities Details of responsibilities and succession are given in the Manchester Airport Rescue and Firefighting Service Operational Guidance Documents.

16.4 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.

16.5 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. 16.6 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. 16.7 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.

16.8 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.



Part D – Page 18

16.9 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. 16.10 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. 16.11 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.

16.12 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. 16.13 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. 16.14 Landslide Incidents These are treated the same as for response to domestic incidents, procedures are included the MA RFFS Guidance Documents.

16.15 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.



Part D – Page 19

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 terminates b) The ADM is responsible for: • Notifying temporary loss and resumption of normal services to the ATC Watch Manager.

16.16 Additional Water Supplies Details of water supplies available to MA RFFS are detailed in the MA RFFS Guidance Documents. 16.17 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. 16.18 Training and Competence of First Aid personnel M ARFFS 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. 16.19 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.

Part E – Aerodrome Operating Policies and Procedures


Part E – Page 1

Part E Aerodrome Operating Policies and

Procedures



Part E – Page 2

Policies

1 – Aircraft Engine Ground Running

Owner Head of Airside Operations

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, both heavy major maintenance and the essential routine checks. Such activities do however present risks to safety and the environment and therefore procedures will be in place to ensure that such activities can be managed safely in accordance with environmental obligations, and balanced against the needs of other operational activities. Ref ASI 4



Part E – Page 3

5 – Runway Inspection Regime

Owner Head of Airside Operations 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 reached Maintenance Planning Level

To support the ongoing assessment of runway overrun risks

To gauge the effectiveness of remedial works to the runway surface

In order to build up a more comprehensive picture of friction trends

Following pilot reports of perceived poor braking action, if there are visible signs of runway surface wear, or for any other relevant reason.



Part E – Page 4

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 Planning & Compliance 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 Airfield Planning & Compliance Manager, having responsibility for the safety assurance of airside development, will determine the strategy and the extent of operational safety management which will apply to each project in accordance with its scope.

Any proposed new airfield infrastructure will be carefully assessed for its operational feasibility and safety integrity at the concept stage. Only when it is clear that the proposal meets regulatory requirements and an acceptable level of safety will it proceed to detailed planning and implementation. Significant design changes will be assessed against these requirements.

Whether it be a new development or a maintenance project, airside works in progress will be managed such as to minimise the operational impacts but with a bias toward the highest levels of safety which may reasonably be expected. This will be achieved through a partnership approach with the contractor, through good design, risk assessment, a permit system, and active monitoring of safety performance. 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



Part E – Page 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

Owner Head of Airside Operations & Head of Asset Management Services

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.



Part E – Page 6

12 – Aeronautical Ground Lighting

Owner Head of Asset Maintenance 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


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. 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.



Part E – Page 7

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 2014, in accordance with CAP 232. Details are submitted to the CAA and also held by the Airfield Planning & Compliance Manager. 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 Airfield Planning & Compliance Manager 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



Part E – Page 8

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.



Part E – Page 9

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.

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 Environment Manager

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 Airfield Safety 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, APCM, ASAM, 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



Part E – Page 10

22 – Airside Defect Reporting


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

Owner Head of Airside Operations & Airfield Planning & Compliance Manager

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



Part E – Page 11

25 – Airside Audits


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 Airfield Safety Assurance Manager. 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 Airfield Safety Assurance Manager.

The descriptions of the audit types, which are contained within the Safety Management System, are referenced in ASI 12.

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 consider form the very 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



Part E – Page 12

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 dependant upon the services of the Meteorological Office for forecast information. However, wherever possible use will be made of onsite data gathering systems and expertise to enhance this information for 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 to well below that achievable in normal operations, however it is the intention, over time, to increase the low visibility capacity pro-rata with increases in normal operating capacity. 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 www.magworld.co.uk/airfieldoperations/documentlibrary

http://www.magworld.co.uk/airfieldoperations/documentlibrary



Part E – Page 13

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

Owner Airfield and Network Performance Manager

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

Owner Ground Services Manager

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



Part E – Page 14

34 – Fixed Electrical Ground Power

Owner Head of Asset Maintenance 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


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



Part E – Page 15

38 – Aircraft Washing

Owner Head of Airside Operations & Environment Manager

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


It is the responsibility of Companies which undertake aircraft towing to provide sufficient training to all operatives thereby ensuring that they are competent to operate in the relevant airfield areas. A copy of the latest pushback procedures must be located in the tug cab. It is the responsibility of the tug drivers to ensure that:

The tow vehicle, tow bar and associated equipment are serviceable for use and that towing is in accordance with the relevant Agreed Company procedures.

Whilst towing in confined areas or around aircraft or other obstacles, the tug driver is responsible for wing tip clearance, in accordance with Rule 42 of the Air Navigation Order.

When aircraft are to be moved during periods of bad visibility or at night, the aircraft must be adequately illuminated at each extremity, i.e. navigation lights ‘on’ and the tractor/tug must display headlights and an anti-collision beacon, if anti-collision beacons unserviceable 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



Part E – Page 16

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 Ground Services 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 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.



Part E – Page 17

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 and 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 operate 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. Airfield Duty Manager to be fully 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



Part E – Page 18

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 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


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 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 In key organisations involved in an emergency response.



Part E – Page 19

51 – Storage of Bulk Liquids

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 - Aerodrome Operating Policies and Procedures Contents


Contents – Page I

Airside Standing Instructions

Part E - Aerodrome Operating Policies and Procedures Contents


Contents – Page II

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 – Airside Audits 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

Airside Standing Instruction 1 Aircraft Engine Ground Running


ASI 1 – Page 1

ASI 1 – Aircraft Engine Ground Running

ASI Owner Head of Airside Operations 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 the Ground 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 ATC.

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 engineering checks. Running engines for longer durations can cause unacceptable delays to road traffic waiting to pass behind the aircraft.

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.

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 MAGWorld 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. However permission, the time and the location is to be determined by the ADM.



ASI 1 – Page 2

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. The number of ‘out of hours’ tests are strictly monitored and controlled by the Local Planning Authorities.

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 of the Engine Test Bay. This action will be taken by Airfield Operations.

ATC clearance on the Ground frequency should be obtained to start engines stating call sign, aircraft type and location in the Engine Test Bay. Once clearance to start is obtained no further ATC clearance is required to change power settings whilst in the ETB. A listening watch must be kept on the Ground frequency and ATC should be advised when the test is complete and engines are being shut down.

The engineer supervising the test should inspect the surface of the ETB prior to undertaking engine runs to ensure the integrity of the surface is acceptable for high power engine runs and any FOD has been removed.



ASI 1 – Page 3

Failure to comply with the above safety requirements may result in the issuance of a fine in accordance with the MA Airfield Infringement Scheme.

A380, AN124, AN225, B747-8, A346, B77W and A351 aircraft are not permitted to use the Engine Test Bay due to wingspan limitations.

The Airfield Duty Manager will close Taxiway Alpha abeam the Engine Test Bay whilst a high power test is in progress.

3.3. Open Field Engine Testing

Should difficulties be encountered in performing the test in the ETB, a request may be made to Airfield Control on ext.2384 to continue the test at an open field location. Airfield Control will advise if and when this can be accommodated and will arrange for the aircraft to be escorted undertow to a suitable location. The location currently approved for open field testing is Taxiway Kilo (West of K5) and the Compass Swing Base (max A330).

Approval for testing outside the Engine Test Bay will not be granted when LVPs are in force.

At the open field location the instructions of Airfield Operations personnel must be followed with respect to the positioning of the aircraft in order to maintain aerodrome safety. 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 safety checklist in conjunction with the ADM. The Engineer supervising the test should inspect the pavement surface to ensure the integrity of the surface is acceptable for high power engine runs and any FOD has been removed. The engineer will be required to sign the safety checklist to confirm all safety considerations have been fully assessed.

ATC clearance to start engines must be obtained on the Ground frequency stating call sign, aircraft type and location. ATC clearance must also be sought before accelerating engines to high power. A listening watch must be kept on the Ground frequency, as the need to reduce power may be necessary for safety reasons.

Airfield Operations may request copies of Engineer’s risk assessment documentation before approving any open field test.

Charges for open field-testing will be levied in accordance with the Fees & Charges for testing within the ETB. (See 3.1.1.)

NOTE: Tows to and from the ETB and open field testing locations are subject to the procedures outlined in ASI 25 (Aircraft Towing)

Airside Standing Instruction 2 Aircraft Compass Calibration


ASI 2 – Page 1

ASI 2 – Aircraft Compass Calibration

ASI Owner Head of Airside Operations 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.

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 Airside Directive.

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 Landmark Aviation and the Police Air Support Unit as movements to and from TATON and the northern entrance to ROMPA will be prohibited when compass swinging is in progress

Airside Standing Instruction 2 Aircraft Compass Calibration


ASI 2 – Page 2

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 HAO, 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.

Airside Standing Instruction 3 Test, Training and Ferry Flights


ASI 3 – Page 1

ASI 3 – Test, Training and Ferry Flights

ASI Owner Head of Airside Operations 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.

2. TAXI-TESTS

‘Fast-taxi’ tests – where the aircraft will exceed 30 knots groundspeed will only be permitted on runways and are subject to prior permission from the ADM. Requests for taxi-tests should be made in writing to the ADM ([email protected]) and contain the 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.

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.

Airside Standing Instruction 4 Aircraft Maintenance Activity


ASI 4 – Page 1

ASI 4 – Aircraft Maintenance Activity

ASI Owner Head of Airside Operations 1. AIRCRAFT MAINTENANCE ON APRONS

To meet the increasing demands of air transport requirements and to achieve optimum usage of aircraft stands, especially those nearest to the Terminal, priority for stand usage is given to arriving/departing aircraft.

When aircraft maintenance is undertaken on an apron stand, which may inhibit the ability to remove that aircraft from the stand, the flexibility for allocating that particular stand to an arriving/departing aircraft is lost.

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 in reasonable time. If this is not feasible due to the nature or particular technical defect, Airfield Control must be informed immediately.

Spillage’s of fuel, oil and other fluids do not occur and that if they do occur, the actions 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 the Head of Airside Operations.

In the event that approval is issued, all such stored aircraft must meet the following requirements

Securely locked

Chocked at the nose wheel and main undercarriage

All covers must be adequately secured 3. TAXIING OF AIRCRAFT BY ENGINEERING STAFF

Non-aircrew personnel taxiing aircraft at MA must hold an Aircraft Engineering Qualification/Licence recognised as appropriate by the UK CAA and/or in accord with EU-OPS. Additionally, a local certificate issued by an appropriate type rated pilot must be held, indicating that the engineer has been trained and tested to an adequate standard to safely taxi the specific aircraft type.

Airside Standing Instruction 4 Aircraft Maintenance Activity


ASI 4 – Page 2

Aircraft may be taxied without a Radio Qualified Person aboard by the operator maintaining a listening watch on VHF provided that they are under the direct control of an Airfield Operations vehicle in contact with ATC.

4. TAXI TEST

Refer to ASI 3 (Paragraph 2)

Airside Standing Instruction 5 Airside Works (Development, Maintenance & Remedial)


ASI 5 – Page 1

ASI 5 – Airside Works (Development, Maintenance & Remedial)

ASI Owner Airfield Planning & Compliance 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 in the first instance 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 Operations Planning. 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 Airfield Operations Planning of the proposed works or development well in advance in order that the due process may be followed. 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. 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. Airfield Operations Planning, via the Airfield Planning & Compliance Manager, is 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 APCM will advise project teams of the likely planning and approval timescales in order that these can be programmed.



ASI 5 – Page 2

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 impact of the works, and the availability of Airfield Operations Planning resources to undertake the necessary work. The APCM 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.

2.1. Airside Works Planning and Approval

Airfield Operations 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 2.2. Major Projects

A major project will involve works such as:

Construction of a taxiway

Runway maintenance works other than routine activities

A new building with an airside frontage

The above list is not exhaustive but is indicative of what is considered to be a major project and will require substantial operational planning. The APCM 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 Operations 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. Airfield Operations 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 Airside Directive, 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 APCM prior to start of construction.

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.



ASI 5 – Page 3

2.3. Minor projects

A minor project will involve work such as:

Limited scale pavement reconstruction and repair

Changes to road layouts

A small airside building construction

Other works which requires closure or restriction in use of an airside facility such as a stand, an airbridge, or a roadway.

Planning and approval of minor projects will follow the same principles as for major projects but the scope and level of consultation will be smaller. CAA SARG will not normally be consulted via a formal development meeting and the level of consultation will be determined by the APCM. Minor works may also be the subject an Airside Directive, or where deemed appropriate, a Minor Works Brief.

2.4. 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

Airfield Operations Planning will issue notifications which will include one or more of the following:

UK AIP Supplement (public domain)

NOTAM (Public domain)

Airside Directive (Airport subscribers)

Minor Works Brief

ATIS broadcast (public domain)

Particular consideration will be given to the notice periods required by the UK AIP (up to 90 days) and NATS Manchester (14 days).

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 issued by the Airfield Duty Manager. To complete the permit issue the ADM will require copies of safety assurance documentation produced by Airfield Operations Planning for major / minor planned works. Permits to work will not be issued without the appropriate completed job registration.



ASI 5 – Page 4

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 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 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 requires 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.

Table 1 - Works carried out on foot with hand held tools only

Area UHF Channel

Clearance required

Weather minima

Other conditions

Grass areas within CGA up to edge of runway shoulder

5 (R1) 3 (R2)

Positive >alert Grass areas only.

Grass areas within LSA up to edge of CGA (burn line)

1(R1 North) 3 (R1 South/R2)

Free-ranging >alert Prior notification to ADM/ATC

On runway pavement inc. shoulder

5 (R1) 3 (R2)

Positive >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, or >alert

Stopbar OFF. Frangible barrier placed at boundary of works. No closer than edge of shoulder.



ASI 5 – Page 5

Table 2 - Works carried out with vehicles/plant

Area UHF position

Clearance required

Weather minima

Other conditions

Within CGA up to edge of runway shoulder

5 (R1) 3 (R2)

Positive Visible from VCR, or >alert

Between movements

Within LSA up to edge of CGA

5 (R1) 3 (R2)

Positive Visible from VCR, or >alert

N/R

On runway shoulder 5 (R1) 3 (R2)

Positive >alert Ops suspended

Paved links outside LSA

1 (n/side) 3 (s/side

Positive

>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 III stopbars) • 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.

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

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.



ASI 5 – Page 6

The ADM will issue an Airfield Operations Works Permit which will set out the necessary conditions and procedures applying.

8. 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.

Airside Standing Instruction 6 Access to Critical Part (CP)


ASI 6 – Page 1

ASI 6 – Access to 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)

Landmark 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 Landmark 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 Landmark Aviation apron wishes to gain access the Critical Part.

Any Person currently on the airfield who enters the Landmark Aviation apron and wants to return to the critical part. (Security Procedures apply each time the critical part 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 Landmark 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.

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. Arrangements for the provision of security are the responsibility of the Project Coordinator and should be incorporated in the contractors work methodology and/or Airside Directive.

Airfield Security must maintain a log of all staff, vehicles and equipment entering the Critical Part.

All personnel on site must produce a form of identification; any persons not having formal identification will not be permitted access onto the airfield. Examples of identification are as follows:

o Valid Passport o UK/EU Photo Driving Licence o CAA Identification Pass/DFT Identity Card

At the end of each working day, the ADM must attend the Crash Gate and check all persons who entered have left the area.

Airfield Security must ensure the Crash Gate lock is properly re-secured.

Airside Standing Instruction 7 Aerodrome Safeguarding


ASI 7 – Page 1

ASI 7 – Aerodrome Safeguarding

ASI Owner Airfield Planning & Compliance 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 February 2003.

2. RESPONSIBILITIES

The Airfield Planning & Compliance Manager 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 Airfield Planning & Compliance Manager 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).



ASI 7 – Page 2

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 Operations Planning

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



ASI 7 – Page 3

Details of the layout, dimensions and heights of buildings and works to which the application 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 safety regulator).

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 been wrongful in its decision to object to or condition the proposal. In such cases the Airport is 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 the Secretary of State to be considered for 'call-in'. MA maybe required by the CAA to submit additional justification for its view as part of this process If the views of MA (or the CAA) lead to an appeal against the LPA decision then the Airport may be required to defend its view, either informally to LPA /applicant or formally by appearing as an expert witness at planning appeals. Arrangements to cater for such demands will be made as and when they are required



ASI 7 – Page 4

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 the Airfield 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 Operations Planning. Post holders within Airfield Operations Planning are trained and authorised by the APCM to undertake the safeguarding function, they are:

Airfield Technical Planner

Airfield Planning Officer The post holders named above have 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.



ASI 7 – Page 5

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 CAP772. 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



ASI 7 – Page 6

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 available under Article 3(2) of the General Development Procedure Order 1995 or Article 4 of the Town and Country Planning (Applications) Regulations 1988

Secondly, send a response, which encompasses all planning conditions that could be appropriate to ensure the proposed development is suitably restricted

Thirdly, lodge an objection on the grounds that insufficient information is available to 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.



ASI 7 – Page 7

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 been calculated and promulgated

ILS approach procedures are to be suspended whenever there is an obstacle within the instrument runway Cleared and Graded Area. All such obstacles are to be notified to 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 Airfield Planning not less than 21 working days from the planned crane operation.

Contact information: Airfield Planning Officer Telephone number 0161 489 5898/5086 FAX 0161 489 3306



ASI 7 – Page 8

The following information will be required:

The precise location of the crane operation provided as an eight figure Ordnance Survey grid reference together with the elevation of the ground in metres "Above Ordnance Datum" (AOD) at that location. NB - On some Ordnance Survey maps AOD 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)

Once these details have been considered by Airfield Planning it will be determined whether the crane operation can proceed and whether any restrictions need to be applied. The APCM will determine whether CAA Directorate of Airspace Policy or Safety Regulation Group need to be consulted.

Following identification of all constraints, Airfield Planning will issue a Tall Equipment Permit. 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 dependant 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 Planning 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:

APCM 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.

Crane Operators

Ensuring that a Tall Equipment Permit has been obtained and that crane operations are conducted in accordance with the permit.

Airside Standing Instruction 8 Aircraft Noise


ASI 8 – Page 1

ASI 8 – Aircraft Noise

ASI Owner Environment Manager 1. RUNWAY USE

During the period 06:30 – 10:30 and 16:00 – 20:00hrs (local); Monday to Friday: 06:30 – 1030 hrs (local); Saturday: 16:00 – 20:00 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.

Airside Standing Instruction 8 Aircraft Noise


ASI 8 – Page 2

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 www.magworld.co.uk.

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 www.magworld.co.uk.

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

Airside Standing Instruction 9 Accident, Incident & Safety Occurrence Reporting


ASI 9 – Page 1

ASI 9 – Accident, Incident and Safety Occurrence Reporting

ASI Owner Airfield Safety 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: Article 142 of the Air Navigation Order 2009, CAA CAP 393 requires all Ground Handling Agencies to report specified safety related occurrences. This must be done using the Civil Aviation Authority’s (CAA’s) Mandatory Occurrence Reporting (MOR) Scheme. Further guidance is contained within the CAA’s Civil Aviation Publication (CAP) 382 titled Mandatory Occurrence Reporting Scheme; available in electronic form from the CAA website at www.caa.co.uk 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 report forms are to be completed fully, providing as much detail as is available and submitted to the HAO, excluding AOR’s which are not affiliated to an Accident Investigation Form or Mandatory Occurrence Report. 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.

http://www.caa.co.uk/



ASI 9 – Page 2

3. MANDATORY OCCURRENCE REPORTS

Mandatory Occurrence Reports (MORs) are filed in compliance with the Air Navigation Order and the procedures contained in CAP 670 and CAP 382.

3.1. Definition

A reportable occurrence in relation to an aircraft, means any incident which endangers or which, if not corrected would endanger an aircraft, its occupants or any other person.

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

The CAA requires that MOR reports be filed within 72hrs of the occurrence.

All reports are to be made using the appropriate CAA form.

The person completing the form is responsible for ensuring that it is despatched to the CAA SIDD.

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:



ASI 9 – Page 3

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 from the 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

An incident involving circumstances indicating that an accident nearly occurred. The incidents listed below, although not exhaustive, are typical examples of serious incidents:

A near collision requiring an avoidance manoeuvre or when an avoiding manoeuvre would have been appropriate to avoid a collision or an unsafe situation.

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 with extinguishing 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 difficulties controlling the aircraft.

For further information contact the Air Accidents Investigation Branch (AAIB)



ASI 9 – Page 4

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 a serious 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.



ASI 9 – Page 5

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.

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 writing within 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).



ASI 9 – Page 6

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 ASM 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 Airfield Planning & Compliance Manager 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.

Airside Standing Instruction 10 Airside Defect Reporting


ASI 10 – Page 1

ASI 10 – Airside Defect Reporting

ASI Owner Head of Airside 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

Airside Standing Instruction 10 Airside Defect Reporting


ASI 10 – Page 2

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.

5.4. 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

Airside Standing Instruction 11 Very Large Aircraft


ASI 11– Page 1

ASI 11– Very Large Aircraft

ASI Owner Head of Airside Operations & Airfield Planning & Compliance Manager 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 1, Section 3 of this manual.

Pavement widths and taxiway to obstacle clearances do not in many 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 aircraft types in question 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 – exceeds Code 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 many 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.



ASI 11– Page 2

2. RUNWAYS

Both runways at Manchester meet ICAO Code E 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 by Code F and larger aircraft 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.

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 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.

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).



ASI 11– Page 3

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 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.



ASI 11– Page 4

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 A380 aircraft. It is stressed that the airfield infrastructure currently at Manchester Airport does not in all respects comply with ICAO / EASA requirements for aircraft designated as Code F, although parts of the airfield are undergoing progressive upgrading to these standards. Where this is the case, facilities are provided on the basis of the ‘Common Agreement Document 2002’ produced by the A380 Airport Compatibility Group. In most respects the facilities offered for use by A380 are compliant with these. A full schedule of airfield 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.



ASI 11– Page 5

Outside of the paved shoulder is a further unpaved shoulder of stabilised grassland. A380 operations are certified to land on this type of runway.

A380s will generally operate through Manchester under the same segregated runway manner as other aircraft.

6.3. Taxiway routings available

Taxiway routings for the A380 are strictly limited by the requirements of main-wheel to edge of pavement clearance, wingtip obstacle clearance, pavement loading and jet blast considerations. Only the routings listed below are to be used.

Primary A380 routings are designed to ensure compliant adequate main-wheel to pavement edge clearance on the basis of cockpit-over-centreline steering. On secondary A380 routings pilots are advised that ‘judgemental over steering’ techniques may be required at certain taxiway intersections in order to ensure main-wheel to edge of pavement clearance is maintained at 4.5 metres. 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.



ASI 11– Page 6

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.

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 62 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.

Airside Standing Instruction 12 Airside Audits


ASI 12– Page 1

ASI 12 – Airside Audits

ASI Owner Airfield Safety Assurance Manager

1. FUEL AUDIT

A Fuel Audit will be carried out on those companies who store aviation fuel or who have responsibilities for “into plane fuelling” at Manchester Airport, and will be checked for compliance with CAP 748. Those companies to be audited are as follows;

North Air - Air BP - Q8

MASHCO

Landmark Aviation

ASIG - Shell

As part of Manchester Airports Safety Management System there is a requirement to carry out Fuel Audits on those companies handling, issuing or carrying out into plane fuelling or de-fuelling. Audits will be carried out on each company falling into the above category; the audit will be conducted using the best practices of CAP 748 as the standard. Where specialist knowledge is required to conduct a fuel audit then an accredited industry expert will be appointed to conduct the audit in conjunction with Airfield Operations, Safety and Compliance. Any non-compliance found during the audit will be brought to the attention of the company being audited and remedial actions with time scales will be agreed.

2. TURNROUND AUDITS

Turnround Audits are carried out to assess Service Partners compliance with CAP 642 and Local Airfield Standing Instructions.

Turnround Audits may be conducted both overt, where the auditor can clearly be seen conducting the audit and covert, where the auditor would only make his/her presence known on conclusion of the audit.

3. OPERATORS, VEHICLE MAINTENANCE STANDARDS

Self Certification Audits are carried out annually by Manchester Airport Airfield Operations, Safety and Compliance. MA will audit MA Motor Transport and those Service Partners who are certified to apply for Vehicle Permits and carry out their own vehicle Safety Inspections.

Service Partners facilities, practices and procedures along with vehicle safety inspection and maintenance records will be audited. Information on poor performance may trigger a formal safety management system audit and the Self-certifying stamp being removed.

Airside Standing Instruction 12 Airside Audits


ASI 12– Page 2

Operators that are not Self Certified will be subject to audit to ensure compliance with MA requirements on vehicle standards.

4. DRIVER TRAINING AUDITS

A number of Service Partners are permitted to carry out their own driver training at Manchester. After the employing company has trained a candidate, Manchester Airports centre for Learning & Development must then test him/her and if successful a permit is then issued. Airfield Operations, Safety and Compliance will carry out audits on those Service Partners who self train, to ensure compliance with MA requirements.

5. AIRBRIDGE OPERATOR TRAINING AUDITS

Operators that are permitted to carry out their own Airbridge Operator Training at Manchester Airport will be subject to audit by Airfield Operations, Safety & Compliance. The audit will check for compliance with the requirements of the Manchester Airport Airbridge Training Self Certification Operating Protocol.

6. SERVICE PARTNER AUDITS

Service Partner 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. 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 “ASAA” Audit form, which will then be filed and maintained for a period of 2 years.

7. RAMP VEHICLE INSPECTIONS (CAP 642)

Refer to ASI 32.

Airside Standing Instruction 13 Safety Infringements


ASI 13– Page 1

ASI 13– Safety Infringements

ASI Owner Airfield Safety Assurance Manager 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 only issue a financial penalty.

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.

Except where a situation is dangerous, or where there is cause to believe that a serious violation may have occurred, airfield companies will be given a short time to rectify any faults or spillages.

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.



ASI 13– Page 2

5. AREAS COVERED

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 at 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 Airfield Safety Assurance Manager or Head of Airside Operations or deputy. A representative of the company appealing an AOR may attend the Safety Performance Committee meeting to present their appeal. Any appeal must be notified in writing to the Airfield Safety Assurance Manager 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.

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.



ASI 13– Page 3

9. APRON SAFETY INITIATIVES AND ENHANCEMENTS

Suggestions for Apron Safety enhancements should be made to the Airfield Safety 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. Blocked Aircraft Stand

Any vehicles or equipment that has been incorrectly parked, or is deemed to be blocking an aircraft stand, will be liable to a £50 fine and removal by Manchester Airport. A deadline for removal will be agreed with the operator of the vehicle / equipment by Airfield Operations. Should the deadline for removal pass, or the vehicle/equipment is required to be moved in order to make the stand fit for use Airfield Operations will remove the vehicle/equipment. The Operator will be informed and issued with an Airfield Occurrence Report (AOR). To release the vehicle/equipment from the enclosure the Operator will be required to contact Airfield Operations on 0161 489 3331. The release of the vehicle/equipment will be facilitated by Airfield Operations during a period of time that will not impact on the day to day operation of the airfield. A further charge of £50 for the operator will be incurred, on retrieval of the equipment. This policy has been agreed by the Airfield Safety Strategy Group (ASSG).

10.2. Blocked Road, Clearway, or Walkway

As above

10.3. Abandoned Equipment

As above 10.4. FOD

Manchester Airport will make every effort to identify the owner or organisation responsible for the FOD when considering levying a £100 fine. When a Company has been identified they will be requested by MA personnel to remove the FOD within 20 minutes. Failure to do so will result in a £100 fine being levied. 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.



ASI 13– Page 4

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.

10.5. 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.

10.6. Driving Offences and Poor Driving Standards

Example infringements are listed in Appendix A.

Where a perceived infringement has caused or threatened 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.

10.7. 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. The owner of any vehicle or equipment that is issued with a prohibition or improvement notice will automatically receive a £50 fine.



ASI 13– Page 5

10.8. Spillages

MA expects a proactive approach to good working practices that encourage all spillages to be reported to LCC - Terminal Control 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.

10.9. Evidence of Poor Company Trading 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. MA will monitor that training against a charge, which will be £50. If MA has to undertake the training then the charge will be £50 plus 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.

10.10. 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.

10.11. 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 Landmark Aviation Apron.



ASI 13– Page 6

10.12. 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.

10.13. 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.

10.14. 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



ASI 13– Page 7

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

Airside Standing Instruction 14 Aeronautical Weather Information


ASI 14– Page 1

ASI 14 – Aeronautical Weather Information

ASI Owner Head of Airside Operations 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 is linked to the Meteorological Information Self Briefing Terminal (MIST). This 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.

Sigmet messages are received by ATC via the AFTN.

Airside Standing Instruction 14 Aeronautical Weather Information


ASI 14– Page 2

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.

Airside Standing Instruction 15 Low Visibility Procedures


ASI 15– Page 1

ASI 15 – Low Visibility Procedures

ASI Owner Head of Airside Operations 1. SCOPE 1.1. States

Airfield Safeguarding When the visibility and cloud ceiling is deteriorating and the IRVR is likely to fall to 800m or less and/or the cloud ceiling is likely to fall to 300ft; ATC will Inform the ADM who will initiate the safeguarding process as outlined in paragraph 2.4.2. The ADM shall inform ATC when airfields safeguarding is- in place, in accordance with the LVP Process Flow Chart used by Airfield Operations and NATS. Once all safeguarding is completed the airfield is then deemed ‘safeguarded’.

Low Visibility Procedures (LVP)

Each LVP state requires specific actions to be taken. ‘LVP Alert’ initiates these actions whilst LVP cloud and LVP visibility introduce increased requirements. As a general principle, 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 the precise state.

a) LVP Alert – IRVR 800m or less and/or cloud ceiling of 300ft or less b) LVP Cloud – IRVR 600m or more and/or cloud ceiling of 200ft or less c) 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 ‘Safeguarding’.

2.1.2. Instrumented RVR

This is a requirement for operations in CAT ll/lll conditions.



ASI 15– Page 2

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. To assist ATC, vehicle drivers should drive on taxiway centrelines whenever possible.



ASI 15– Page 3

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 23R - Aircraft are to enter at Link J only and may vacate via either Link BD, Link AE, or Link A

Runway 05L - Aircraft are to enter at Link A only and may vacate at Link J only. 2.3.2. Aircraft Movement Restrictions - LVP Cloud State

Landing aircraft may vacate at any available exit

Runway 23L Departures - As per normal operations

Runway 05L Departures - Enter only at Link A

Runway 23R Departures - Enter only at Link J 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.



ASI 15– Page 4

2.4. Responsibilities and Procedures

A significant number of personnel are involved in a range of actions which must be completed before the airfield can be deemed to be ‘safeguarded’, 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 safeguarded. 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 Safeguarding action is required b) Informing the ADM when the LVP state changes c) 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

200m f) Terminating LVPs g) Notifying the ADM when all LVPs are cancelled h) Operating in accordance with the MATS Part ll LVPs i) 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 Safeguarding 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 a secure area).

c) Securing all access and crash gates (except west and north gates), with assistance from 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).



ASI 15– Page 5

g) During LVP Vis provide a ‘Follow Me’ for the areas below:

Light Aircraft TATON

General Aviation Apron (Landmark Aviation)

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 Service Yard

Pedestrian access routes T1, T2 & T3.

2.4.3. Vehicle 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) Exercise particular care at uncontrolled taxiway crossing points. c) Compliance with the Free Ranging restrictions in accordance with the table below. d) When in doubt about LVPs or whether they remain in force check with the ADM, and not

ATC. e) NOT crossing illuminated RED stopbars. f) Reporting any unserviceability of equipment, signs or lighting to the ADM without delay. g) Ensure 2 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.

h) Ensuring all free ranging drivers drive on the left hand side of the taxiway centreline to avoid an oncoming collision with another free ranging vehicle.

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.



ASI 15– Page 6

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.

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.

Airside Standing Instruction 16 Thunderstorms


ASI 16– Page 1

ASI 16 – Thunderstorms

ASI Owner Head of Airside Operations

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 Airfield Liaison Manager and Emergency Planning Manager are responsible for maintaining an up to date current 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 gusty 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.

Airside Standing Instruction 17 Strong Wind & Gale Plan


ASI 17– Page 1

ASI 17 – Strong Wind & Gale Plan

ASI Owner Head of Airside Operations 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 controlled distribution list maintained by the Emergency Planning Manager and Airfield Liaison Manager. The same warning will appear on the message bar of CHROMA FUSION.

Instigating inspections to ensure that the possibility of FOD blowing on the movement areas is minimised

Instigating inspections to ensure that apron equipment is secured and parked appropriately in order to minimise the possibility of such equipment blowing on to persons, aircraft or vehicles

Ensuring that any construction contractors in airside areas take appropriate action to secure equipment and materials, as well as lowering cranes etc when appropriate

Instigating inspections to ensure aircraft are adequately chocked and/or tied down to prevent weathercocking. Particular attention should be paid to aircraft parked in exposed parts of the airfield, i.e. TATON and head of pier stands.

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 towing EMPTY ULD containers should be avoided during strong winds

Steps must be fully lowered and, where possible, turned into wind with stabilisers down 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.

Airside Standing Instruction 17 Strong Wind & Gale Plan


ASI 17– Page 2

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 EDM 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 assessed and likely implications passed to the TDM & ADM.

Airfield Control is responsible for:

Informing LCC - Terminal Control on 3776 requesting and ensuring that all out of use airbridges are retracted, lowered to their lower limits and parked correctly with shutters down and doors closed. Follow-up inspections will be undertaken by Airfield Operations 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.

Airside Standing Instruction 18 Aircraft Pushback Procedures


ASI 18– Page 1

ASI 18 – Aircraft Pushback Procedures

ASI Owner Ground Services Manager

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-standard pushback will not be issued.

Ground crew to confirm with Flight Deck that the aircraft and pushback crew are fully ready to complete a safe procedure, prior to the pushback request.

When a pushback instruction includes a Tug Release Point (TRP) marked on the ground. Jet aircraft must ALWAYS be on the taxiway centreline and released at the relevant TRP unless instructed otherwise by ATC.

All tugs should be equipped with a serviceable, switched on, CTCSS Capable base radio and an up-to-date copy of the latest pushback procedures which includes the current Manoeuvring Area Map.

Propeller aircraft are subject to special consideration, and as such, are not to be towed forward, with the exception of Flybe Q400 aircraft and their contracted handling agent.

Any information given as part of the pushback instruction that relates to the direction in which an aircraft must be facing (for example "facing west gate security") is applicable to the aircraft, not the pushback tug.

Any information given as part of the ATC pushback instruction that relates to the position of an aircraft relative to a stopbar (for example 'behind stopbar Juliet 4') is applicable to the aircraft and the pushback tug.

Any information given as part of the pushback instruction that relates to the position of an aircraft relative to a tug release point is applicable to the nose wheel of the aircraft only.

The procedures provided herewith cover all designated stands, including subsidiary Left and Right centrelines.

Positive confirmation must be made between the aircraft commander, headset operative and pushback tug driver as to any specific details of a non-standard pushback instruction prior to commencing the push.

No change to the pushback clearance will be made by ATC once the pushback has commenced.

The tug driver must monitor the Ground frequency to ensure pushback clearance has been 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 agreed by the Pushback Working Group and MA Ground Services Manager and published as soon as possible. Any revision change will be notified on Chroma Fusion information bar.

Airside Standing Instruction 18 Aircraft Pushback Procedures


ASI 18– Page 2

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 and confirm receipt to the MA Ground Services Manager.

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.

Airside Standing Instruction 19 Fixed Electrical Ground Power


ASI 19– Page 1

ASI 19 – Fixed Electrical Ground Power

ASI Owner Head of Asset Maintenance 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. For an airbridge-mounted unit, the cable may only be lowered and attached once the airbridge has been docked onto the aircraft and switched into auto-level mode. Attempts to use FEGP prior to this may stop the airbridge from working. Similarly, the FEGP must be disconnected before the airbridge can be removed from the aircraft on departure. Certain remote stands have a unit stored below ground under a cover which 'pops-up'. Care must be taken to ensure that the unit is correctly stowed back under the cover before the aircraft departs. Before being able to draw power from the FEGP, the individual user will need to swipe their valid ID card through the 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 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 control panel (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 LCC - Terminal Control 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

Airside Standing Instruction 19 Fixed Electrical Ground Power


ASI 19– Page 2

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 does not present a trip hazard to persons

Operators are to ensure that the GPU’s are maintained so that they do not present a safety or environmental hazard (i.e. emissions). In addition, all associated cabling must 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 switched off at the FEGP and the plug withdrawn from the aircraft.

Airside Standing Instruction 20 Aviation Fuel Management


ASI 20– Page 1

ASI 20 – Aviation Fuel Management

ASI Owner Airfield Safety Assurance Manager 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 Exxon Mobil, Shell, Air BP and Q8. 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.



ASI 20– Page 2

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. These include smoking, use of naked lights, operation of electrical systems and activity creating sparks from exposed iron or steel studs on footwear or from tools or other equipment or vehicles.

Vehicle engines must not be left running in the fuelling zone. This includes Ground Power Units (GPU’s). Hot vehicle exhausts are a major hazard and are prohibited inside the fuelling zone.

Non-intrinsically safe equipment, including portable electronic devices (PEDs), such as mobile telephones, pagers, radios and any other electronic or electrically operated equipment are prohibited. The use of ‘Flight Safe Mode’ on PED’s does not make the unit 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 the number of these should be kept to a minimum.

Airlines must ensure that passengers do not enter the fuelling zone whilst embarking or disembarking passengers. Baggage and passenger reconciliation checks must be carried out away from the fuelling zone.

Aircraft Auxiliary Power Units (APU’s), which have an exhaust efflux discharging into the fuelling zone, should, if required to be in operation during fuelling, be started before filler caps are removed or fuelling connections made. APU’s must not be switched on during any refuelling operation.

Photographic flash bulbs or electronic flash equipment must not be used within 6 metres of the fuelling equipment or any filling or venting points of the aircraft.

The airline or aircraft operator should ensure that all personnel working on the inside of the cabin, hold or equipment compartment of the aircraft are made aware that fuelling is taking place.



ASI 20– Page 3

If the Fuelling Overseer considers that a hazard exists, refuelling should be stopped immediately 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 will take place and that they must not smoke, operate electrical equipment or other potential sources of ignition.

The aircraft’s ‘NO SMOKING’ signs to be switched on together with sufficient interior lighting to enable emergency exits to be identified.

The ‘Fasten Seat Belts’ sign must be switched off and passengers are to be briefed not to fasten their seatbelts.

Provision should be made via at least two of the main passenger doors (or main passenger door plus one emergency exit when only one door is available), preferably at 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 a cabin attendant.

Designated escape doors to be on the opposite side of the aircraft to the fuelling activity. Fuelling not to be permitted on both sides of aircraft.

Whenever an exit with an inflatable escape slide is designated to meet the requirements in the above paragraph, the ground area beneath that exit and the slide deployment area must be kept clear of external obstructions.

Ground servicing activities and work within the aircraft, such as catering and cleaning must be conducted in such a manner that they do not create a hazard or obstruct aircraft exits.

Inside the aircraft cabin the aisles, all exit areas and exit access areas must be kept clear of obstructions.

The ability of any passenger to effect a rapid evacuation from the aircraft, most particularly those whose mobility is impaired, is to be taken into account.



ASI 20– Page 4

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 bulk aviation fuels.

Ensuring that the grade and quality of fuel product meets the required specification at all times.

Notifying the airport company about any potential disruption to the normal supply of aviation 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 of aircraft.

Ensuring that at all times, the fuel delivered to aircraft meets the required specification, including the grade and quality of fuel product.

Ensuring that refuelling tanker bowsers and refuelling equipment access and exit from the aircraft stands as highlighted in the Stand Plans.

Training and competence of refuelling operatives.

Ensuring that all vehicle drivers possess a HGV Class 1 driving licence.



ASI 20– Page 5

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 fuelling 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.

Airside Standing Instruction 21 Spillages


ASI 21– Page 1

ASI 21 – Spillages

ASI Owner Environment Manager 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);

staff have been given appropriate training in the use of equipment to reduce the risk of spillages

their staff know and understand what to do in the event that they cause or discover any 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.

Airside Standing Instruction 21 Spillages


ASI 21– Page 2

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]

Airside Standing Instruction 22 Waste Disposal


ASI 22– Page 1

ASI 22 – Waste Disposal

ASI Owner Environment Manager 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 hazardous wastes

and international catering waste.

MA provides recycling and waste disposal facilities for many companies on site and is

responsible for ensuring that our waste contractor and relevant waste treatment facilities

and disposal sites are properly licenced.

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.

3. PROCEDURES

You should ensure that you understand what waste you produce and that it is deposited correctly into MA waste and recycling facilities or your own company facilities.

The annual Duty of Care survey should be completed and returned to the Environment Department

All staff using the compactors should be trained in their safe operation;

Waste should be segregated for recycling

Waste is put into waste containers to prevent FOD from being generated

Airside Standing Instruction 22 Waste Disposal


ASI 22– Page 2

MA provides facilities for the recycling or disposal of the following types of waste from airfield activities:

Aircraft cleaning waste This can only be deposited in the compactors at West Gate as there are special restrictions on catering waste from Non-European airports.

General waste All other general waste should be put in MA compactors and bins and not into FOD bins.

Oil cans Line maintenance oil cans should be put into the wheelie bins on head of stand.

Recycling Many materials can be recycled including paper, card, plastic bottles, glass bottles electrical equipment, batteries, fluorescent tubes, wooden pallets and scrap metal.

Hazardous Waste MA does not generally provide facilities for the disposal of service partners’ hazardous wastes such as waste oil, oil filters, oily rags, solvents etc. You should ensure you are aware which materials are hazardous, provide and use appropriate storage and arrange a separate contract for its disposal.

Misuse of MA facilities, through contamination of the recycling containers or from fly tipping waste brought in from home will lead to recharge of the costs and potentially prosecution.

4. CONTACTS

Further information on recycling and waste disposal [email protected]

Airside Standing Instruction 23 Aircraft Washing


ASI 23– Page 1

ASI 23 – Aircraft Washing

ASI Owner Head of Airside Operations & Environment Manager 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) and 86

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 and removed from site for disposal.

Airside Standing Instruction 24 Push & Park Procedure


ASI 24– Page 1

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 may 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.

3.2 Procedure If initiated by the Ground Handling Agent (GHA) a call must be made to Airfield Control to request Push & Park. GHAs are not to contact ATC 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 and Push & Park allocated stand.

Airfield Control will confirm to the GHA that Push & Park procedure has been arranged.



ASI 24– Page 2

ATC will ensure that all relevant VCR staff are aware of the Push & Park manoeuvre. When the flight is closed up the 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 control road traffic for taxi, and check for FOD or jet blast hazards.

100 B737-300 Taxi-through

Conventional manoeuvre off this taxi-through stand. No ‘safety man’ or Airfield Operations presence required.



ASI 24– Page 3

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

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”.



ASI 24– Page 4

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 Ground Handling

Tug 20 to Tug 49 Menzies Aviation

Tug 50 to Tug 59 World Flight Services

Tug 60 to 89 Swissport

Tug 90 to 94 Monarch Airlines Engineering

Tug 95 Air Livery

Tug 96 to 98 Thomas Cook Engineering

Tug 99 Landmark

Tug 100 Manchester Airport

Tug 101 to 110 dnata

Tug 111 to 120 Aviator

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

Airside Standing Instruction 25 Aircraft Towing


ASI 25– Page 1

ASI 25 – Aircraft Towing


1. PROCEDURES

Manchester Airport ‘M’ driver permit must be valid prior to any aircraft pushback.

HEAD SETS

Mandatory for ALL pushbacks, 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.

Ground crew to confirm with the competent person on the Flight Deck, that the aircraft and pushback crew are fully ready to complete a safe procedure, prior to the pushback request.

No change to the pushback clearance will be made by ATC once the pushback has commenced.

Before commencing an aircraft tow, the operative responsible for undertaking the tow must contact Airfield Control on telephone number 0161 489 2384 to obtain approval. Airfield Control will either approve or decline the request to tow.

If approval to conduct the towing manoeuvre is granted Airfield Control will verbally state the destination stand or parking facility 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.

Airside Standing Instruction 25 Aircraft Towing


ASI 25– Page 2

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 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 World Flight Services

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 Landmark Aviation

Tug 100 Manchester Airport

Tug 101 to Tug 110 dnata

Tug 111 to Tug 120 Aviator

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).

Airside Standing Instruction 26 Airbridge Operation


ASI 26– Page 1

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.

Airside Standing Instruction 26 Airbridge Operation


ASI 26– Page 2

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.


Airside Standing Instruction 27 Aircraft Turnround Management


ASI 27– Page 1

ASI 27 – Aircraft Turnround Management

ASI Owner Airfield Safety Assurance Manager 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 1989

CAP 642 Airside Safety Management

HSG 209 Aircraft Turnround



ASI 27– Page 2

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 not endanger them. Passenger routes must not pass below aircraft wings, beneath fuel vents 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 from the 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.

http://www.hse.gov.uk/



ASI 27– Page 3

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.

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 require 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.



ASI 27– Page 4

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.



ASI 27– Page 5

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.



ASI 27– Page 6

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.



ASI 27– Page 7

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 Mobility Aids

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 on the 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 aircraft turnround

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 body raise/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 is being 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.



ASI 27– Page 8

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.

Airside Standing Instruction 28 Storage and Handling of Unit Load Devices (ULDs)


ASI 28– Page 1

ASI 28 – Storage and Handling of Unit Load Devices (ULDs)


1. OPERATING PROCEDURE

MA Ground Services 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 Ground Services 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 Ground Services 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 Ground Services Manager

Airside Standing Instruction 29 Aircraft De-Icing


ASI 29– Page 1

ASI 29 – Aircraft De-Icing


1. GENERAL REQUIREMENTS

Aircraft de-icing may be carried out by any competent organisation operating airside by contractual arrangement with airline operators and with a current Ground Service Licence (GSL). Aircraft de-icing fluids are pollutants with the potential for considerable environmental damage. Therefore when de-icing is taking place, it is essential that run-off from airside areas is contained and separated from other drainage.

2. LOCATIONS FOR AIRFRAME DE-ICING

There is no centralised de-icing facility on the airport and therefore airframe de-icing is to 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, LCC - Terminal Control on Ext. 3776 prior to undertaking ANY Aircraft De-icing. If no answer contact the Airport Duty Engineer 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.

Airside Standing Instruction 30 Airside Competency & Training


ASI 30– Page 1

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 health and safety of any individual who might be affected by any work activity within the control of the employer.

Every employee has a duty to take reasonable care for the health and safety of themselves 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 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. This is particularly important for the common user areas and for issues which require co-ordination across the airport. The responsibility is limited to ensuring co-ordinated action on H&S matters and ensuring co-operation between employers in aspects of managing safety.

The airside areas of an airport and in particular the aprons are workplaces which are shared by a variety of employers, and in these situations all employers have a legal duty placed on them to cooperate with each other and co-ordinate the measures taken in order to fulfil the duties.

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.



ASI 30– Page 2

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.



ASI 30– Page 3

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.

4. SERVICE PARTNER TRAINING AUDITS

See ASI 12 Airside Audits


Airside Standing Instruction 31 Airside Driving


ASI 31– Page 1

ASI 31 – Airside Driving

ASI Owner Airfield Safety Assurance Manager 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 carry a photograph of the driver and or 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 unless authorised or accompanied by MA Airfield Operations.

1.3. Permit Types

A Permits drivers to use the airside roads and stand/equipment areas 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. The permit will be valid for 3 years from the date of issue.



ASI 31– Page 2

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 who 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 Airfield Safety Assurance Manager.

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 Airfield Safety Assurance Manager 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. See ASI 12 Airside Audits When an employee successfully completes the required driver-training course and has been issued with an ADP by the Manchester Airport Learning Hub, 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.



ASI 31– Page 3

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 a motor 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 seek approval from the Airfield Safety Assurance Manager. 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)

The medical standards (fitness to drive) have been established in consultation with the CAA, HSE & Department for Transport (DfT). CAP790 details the minimum medical requirements for the issue of an ADP, however, Manchester Airport impose additional fitness requirements over and above those required for driving on public roads. Prior to the issue of an Airside Driving Permit, and at set periods thereafter, basic minimum medical standards must be met. Meeting these standards does not exempt employers from adopting higher standards should they choose to do so. A higher review frequency maybe appropriate for some individuals with existing medical conditions at the recommendation of the health professional.

Establishing required medical standards is but one control to mitigate risks associated with airside driving and all employers should ensure that appropriate, task based, risk assessments for airside driving are in place.



ASI 31– Page 4

An Occupational Health Practitioner (Doctor or Nurse) must carry out the initial medical examination. Where any doubt about fitness to drive exists, the advice of an 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 Manchester Airport Occupational Health Unit. The medical comprises of a general health questionnaire plus specific tests for eyesight and hearing. The medical questionnaire needs to be completed prior to attendance to the MA Occupational Health Unit. Vision testing for the medical is based on the standard for Group 2 vehicles as defined in the DVLA ‘At a Glance guide to the current medical standards of fitness to drive’. In the event that this standard is not met, it maybe possible to issue a local permit for driving Group 1 vehicles only based on an individual meeting the relevant (lower) standard defined in the DVLA guidance. Group 1-category vehicles are defined as:

A Group 1 vehicle refers to an ordinary car or minibus of up to 8 seats (including the driver) that can be driven on the public road by a holder of a standard licence. For the purpose of airside driving, this type of vehicle is referred to as Group 1, with all other vehicles being classed as Group 2.

Individuals issued with this type of local permit will not be permitted to trail equipment as this may exceed the permitted weight limit for Group 1 vehicles.

The hearing test must be an audiometric examination; it is not acceptable to use a forced whisper test due to a lack of consistency and reliability.

An Airside Driving Permit (ADP) will only be issued on production of the following:

A valid Airside Security ID

A full and current UK DVLC licence or equivalent (photocard or a valid paper driving licence)

Medical certificate

There are no exemptions to this requirement.

Where the DVLA places a condition or restriction on a driver this must be considered by the employer and medical advice obtained. Individuals are responsible for informing their employer of any medical condition that may affect their ability to drive. The employer must then inform Manchester Airport Occupational Health Unit of any change or restriction on a driver. Appropriate action will be undertaken as soon as a potential medical issue is bought to the airports notice, which may involve suspending or removing the ADP. Details of minimum medical standards are available from the Manchester Airport Occupational Health Unit.



ASI 31– Page 5

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.

The term ‘airside area’ has broadly the same meaning as ‘Movement 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.

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 other vehicles.

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.



ASI 31– Page 6

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.magworld.co.uk/airfieldoperations 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 should 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.




ASI 31– Page 7

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.



ASI 31– Page 8

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

Section of North Road that runs under IDLEX 10 MPH

Apron Roads 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 manufacturers 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.



ASI 31– Page 9

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.



ASI 31– Page 10

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 until the 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.



ASI 31– Page 11

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.



ASI 31– Page 12

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



ASI 31– Page 13

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.



ASI 31– Page 14

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 a ADP whilst driving airside. Bald tyres.

Driving with a 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.

Airside Standing Instruction 32 Airside Vehicle & Equipment Standards


ASI 32– Page 1

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 Airfield Safety Assurance Manager. 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. 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.



ASI 32– Page 2

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 the samples attached (Annex 1 and 2) 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.



ASI 32– Page 3

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. Operators should also have access to 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 strongly advised. 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.

Access to 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.



ASI 32– Page 4

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

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.



ASI 32– Page 5

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).

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 these 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 the CAP 642 Inspector and the Operator will be notified of the defect/s.



ASI 32– Page 6

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 and Minor Repair Procedure The Operator or repairing agent must inform the ADM immediately if a vehicle/equipment

breaks down in an operational area and cannot be moved.

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.



ASI 32– Page 7

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.



ASI 32– Page 8

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 www.magworld.com

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 3, which is located in the Western Maintenance Area at Manchester Airport between the hours of 0900 to 1600 Monday to Friday. A charge of £25 will be made for the issue of an AVP however; this may be reviewed at MA’s entire discretion. If an AVP is lost or stolen it must be reported immediately to Manchester Airport Motor Transport (MT) and Greater Manchester Police (GMP) Airport Police Station. An administration fee will be levied by MA to replace lost or stolen AVP’s. Vehicles/equipment issued with an AVP must only enter the Security Zones detailed on the permit.

http://www.magworld.com/



ASI 32– Page 9

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 four 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 4 months.

Delivery (Red) non-Airfield Issued on production of a valid Inspection Certificate valid for up to 12 months, allowing an operator point to point access by the shortest route to a point of delivery only.

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.

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 sponsors responsible for the escorted vehicle must sign for the pass on collection. 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 zones, Critical part



ASI 32– Page 10

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 3a 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



ASI 32– Page 11

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. If an AVP is mislaid, lost or stolen it must be reported immediately to Manchester Airport Motor Transport (MT) and Greater Manchester Police (GMP) Airport Police Station. An administration fee will be levied by MA to replace lost or stolen AVP’s. AVP’s must also be returned 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.



ASI 32– Page 12

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 www.magworld.com (http://www.magworld.co.uk/magweb.nsf/Content/VehicleandEquipmentStandardsforOperatingAirside).

http://www.magworld.com/

Airside Standing Instruction 33 FOD & Airfield Sweeping


ASI 33– Page 1

ASI 33 – FOD & Airfield Sweeping

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;

The operation of an airside cleansing regime

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 does not create FOD issues.

Requiring all airside construction / maintenance works to include a project specific FOD 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 a combination of such measures

Making it a mandatory requirement for all Ground Handling Licensees and airside tenants 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 strategic position at the head of each stand. Their purpose is to enable airside workers to dispose of 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.



ASI 33– Page 2

b) FOD Removal: Aprons and Taxiways - In order to minimise the risks to aircraft, FOD control activities will be undertaken on the movement area by MA 24 hours per day. This activity will be undertaken by a combination of mechanical road, precinct or FOD BOSS sweepers, 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 airside areas will predominantly consist of either hand litter-picking or mechanised sweeping with a 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.

Baggage Handlers

Frequent inspections of vehicles and equipment in order to identify any materials that could create FOD

Inspection of the apron areas following the completion of loading /unloading

Airbridge Operators

Inspection of the airbridge prior to and following every operation Aircraft Operators

The regular removal of rubbish from aircraft holds



ASI 33– Page 3

Cabin Crew

Ensuring that bags of rubbish removed from their aircraft are not left on or around the stand (including on airbridges)

Aircraft Engineers / Refuellers

Inspecting the apron area around any aircraft with which they have been working on to ensure no tools, equipment or general FOD has been left on the stand

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

Construction Workers

Ensuring that vehicles taking plant and materials to / from the working area are clean 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 way onto the movement area, whether this be by being blown, spilt or by any other methods

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.

Handling Agents

As part the preparations for accepting an aircraft onto a stand, carry out a pre aircraft arrival FOD inspection

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’.



ASI 33– Page 4

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).

Airside Standing Instruction 34 Detention of Aircraft


ASI 34– Page 1

ASI 34 – Detention of Aircraft


1. Procedure

In accordance with the provisions of Article 232 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 232 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 232 of the Air

Navigation Order are:

• Rad Taylor (Operations Director)

• Steve McCusker (Head of Airside Operations)

Airside Standing Instruction 35 Removal of Disabled Aircraft


ASI 35 – Page 1

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.


Airside Standing Instruction 35 Removal of Disabled Aircraft


ASI 35 – Page 2

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 users of the airport must ensure that they have adequate facilities to conduct their own recovery operations or where they do not have these facilities, they must have contractual arrangements with another agency capable of undertaking the recovery on their behalf.

Informing the Airport of their aircraft recovery contingency arrangements and keeping the airport company informed of any changes.

Making any arrangements with the UK Border Agency regarding the removal of freight 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.

Airside Standing Instruction 36 Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores


ASI 36– Page 1

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 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.

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.

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 deicing should be:

In good condition with no leaks;




ASI 36– Page 2

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.

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/container capacity;

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.

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;



ASI 36– Page 3

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;

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 – Page 1

AMENDMENT FORM

The Airfield Planning & Compliance Manager 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 form to instigate change as a result of changes in contact details, Policy or procedural change in the light of operational experience. The amendment form will be reviewed by the Airfield Planning & Compliance Manager and where appropriate submitted to the Operational Safety Management Committee for approval and implementation. Please use the form 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 – Page 2

Amendment Form

To: Airfield Planning & Compliance Manager 5th Floor, Olympic House, Manchester Airport M90 1QX [email protected]

From:

Position: Company: Contact No: Date:

ASI/Section Reference Subject Comments/Changes

Please use this form as a master copy
