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FOREWORD
Words from ACI..
INTRODUCTION
This handbook has been produced to provide airside managers with a comprehensive
set of guidelines to enhance safety and prevent incidents. Material has been provided
from major airports participating in ACI World Operational Safety Subcommittee and
has been summarised to produce a concise document. The aim has been to produce a
current best practice guidance document without being overly detailed further
details are available from the useful documents and websites listed in Sections 5 and
6.
GENERAL
This handbook is a guide to airside safety. It is written for airside managers and builds
on previous work by ACI namely the Apron Safety Handbook. The remit of this
handbook has been widened to include all topics relating to the safe operation of
airside areas.
Aviation throughout the world continues to grow, both in terms of the number of
flights and also in terms of aircraft size. Airfields become busier. The requirement is
to facilitate this growth in a safe environment for passengers, staff and aircraft.
Various bodies have produced both regulations and guidance covering a number of
aspects of airside safety, both nationally and internationally, including from within the
industry. This handbook is intended to complement such material by offering
guidance in areas perhaps not covered in sufficient detail. It updates and brings
together the best elements of managing airside safety from current experience of those
involved in this important task from airports around the world. The aim has been to
keep the contents brief and relevant.
CONTENTS
1. Safety Management
1.1
3. Airside Safety
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
4. Annexes
Annex A Airfield Operations Competency Record Aircraft Marshalling
Annex B Airfield Works Permit
Annex C Works Site Checklist
Annex D Airbridge Checklist
Annex E Airbridge Operation Safety Audit Check Form
Annex F Aircraft Turnround Safety Audit Check Form
Annex G Authorisation Permit for Cranes
5. Useful Documents
6. Useful Websites
1. SAFETY MANAGEMENT
1.1 Safety Management Systems policy, personnel, processes, reporting
& records
1.1.1 Policy
An airport should have a safety policy or safety objective formally adopted.
A safety policy should outline who does what, when and how they do it. It
should set out how the company deals with health and safety at work and the
organisation and arrangements you have for putting that policy into practice.
The policy should show that arrangements are in place to assess and suitably
control the hazards associated with your business. A general policy should
include arrangements to;
Protect employees
Assess all risks to health and safety caused by the business
Provide adequate controls for anyone affected (including customers,
thirds parties etc) whether safety or health related.
Consultation processes with employees
The provision and maintenance of equipment
The provision of suitable instruction, training and other information
Minimise accidents and incidents
Arrangement to review this policy at suitable intervals
The policy should be signed by the Chief Executive or Chairman.
Responsibilities for line managers and employees should be agreed.
1.1.2 Personnel
Personnel should be adequately trained in all tasks they can reasonably be
expected to carry out and should remain proficient at these tasks. Staff should
demonstrate their continuing ability to carry out the tasks required of them and
this should be recorded (see section 1.4 Competencies and Training).
1.1.3 Processes
Processes should be in place to support the organisations policy or objective.
Processes need to be consistently followed and the creation of standards and
procedures help to achieve this. Processes, standards and procedures need to
be clearly owned by a responsible person empowered to ensure they are
followed. These will be many and varied in nature covering for example
detailed activities of the airport duty teams through to the reviewing of overall
apron safety trends. Processes should be documented and form the basis of
staff training for new recruits. These by their very nature will need reviewing
and updating as things change on the airfield. The Aerodrome Manual is a key
part of the documentation and communication of certain processes to other
airfield users.
1.1.4 Reporting
Safety reporting has 2 purposes one is to check progress against achieving
targets, monitoring incident rates or measuring if a change has resulted in
improved safety and the second is to monitor that the required processes or
Probability
1. Extremely improbable
2. Extremely remote
3. Remote
4. Reasonably probable
5. Frequent
Consequence
1. Low effect
2. Minor occurrence
3. Major occurrence
4. Hazardous occurrence
5. Catastrophic/serious occurrence
Once the grid is completed the hazards with high probability and severe
consequences can be prioritised in an action plan for remedial action to reduce
the risk either the probability or consequences can be reduced by putting in
place additional control measures.
At present there are a number of matrices in use with varying definitions for
what the values 1-5 mean for both probability and consequence. Similarly the
definitions against the red/amber/green status can vary. It may be that in the
near future a standard layout is agreed. The actual detail of this is not so
important the value from this assessment is that it prioritises certain risks for
remedial action or review.
Risk assessments should be reviewed on an annual basis to ensure they remain
valid. They should also be reviewed after any incident or accident. This is
particularly important to ensure any lessons learnt from an accident or serious
incident are incorporated into the risk assessment which may not have been
thought of when it was originally written. Here are some suggested areas for
assessment;
Staff Tasks;
Aircraft marshalling
Bird control and use of firearms
Runway inspections
Exposure to MMMF
Runway change procedures
Use of airfield cleaning vehicles
Business Risks
Runway incursions
Snow & ice procedures
Aircraft-aircraft collision on the ground
FOD damage to aircraft
Aircraft fire
Major birdstrike causing accident
Loss of supply of utilities
ATC evacuation/loss of ATC service
1.3 Occupational Health & Safety
The health and safety of those working airside needs to be given careful
consideration. Risk assessments should be carried out covering each task that
staff are required to complete. (See previous section). An airport should also
ensure that third party companies operating airside also have completed risk
assessments for the activities of their staff. Once the hazards and residual risks
have been identified the hazard should be reduced. One method to do this is to
consider the following options item 1 being the best and item 6 being the
minimum;
1. Eliminate cease doing the task, remove the hazard altogether
2. Reduce reduce the time exposed to the hazard, substitute
something less hazardous (eg a 12v system to replace a 240v system).
3. Isolate physically isolate people from the hazard fit guards,
enclose the hazard.
4. Control put in place a safe system of work, require permits to work
to be issued, put supervision in place, require staff to use training and
follow procedures.
5. PPE issue personal protective equipment appropriate to the hazard
6. Discipline put procedures in place requiring staff to behave in a
particular way.
Staff should then be encouraged to wear the required PPE and follow the
procedures when carrying out a task.
Items of PPE may include ear defenders, hi-visibility tabards/jackets, safety
shoes, gloves etc
Ideally all airside users should work in a safety culture where it is expected
that if PPE is not worn anyone from any other organisation can challenge an
individual.
Ideally this subject should be reviewed jointly by a number of companies that
operate in the same area and joint work undertaken to reduce exposure. This
A key aspect of ensuring airside is a safe place for the activities to take place
involves inspections and audits. All the facilities on the airfield need to be
periodically checked to ensure they are serviceable and available for use.
Particular attention needs to be paid to the aircraft movement area, including
the runway, taxiway, apron including airside roads and grass areas.
The purpose of such inspections is to ensure that;
No FOD is present,
The surface condition is suitable (no loose material),
No birds or other wildlife are present,
The paint markings are visible and correct,
The lighting is serviceable,
The signs are visible and correct,
Equipment provided is safe for use and serviceable etc.
It is often beneficial to repeat these inspections after dark to check the lighting,
signs and markings.
The importance of diligence and accurate recording of these inspections
cannot be overstated. To reinforce this it is good practice to check that the
checks have been carried out and also to check the quality of the checks by the
supervisor on duty. Furthermore if senior management also carry out a
periodic check to ensure that the records have been completed, all faults
notified and passed for rectification and also visits the airfield to check that
everything has been reported, this adds a further reinforcement of the
importance of these tasks.
Security of loads,
The use of taxiway crossings,
Limitations on the numbers of trailers towed,
Rules for operating vehicles on stands and around aircraft,
Who has right of way,
Penalties for non-adherence to the rules,
Height restrictions, etc
2. Apron Safety
2.1 Apron layout and markings.
The safety of the operation on an apron area can be enhanced if the area is planned
from the start with adequate space. However many airports develop over time and
do not have the luxury of adequate planning from day 1. Some guidance is given
in ICAO Annex 14. Factors in apron layout design include the clearances around
the aircraft, airside roads, clearways and vehicle parking space.
Apron markings should differentiate between those meant for vehicles and those
for aircraft aircraft guidance markings are a solid yellow line. Vehicle markings
can be in white or red. The use of colour can help differentiate the purpose of
markings for example passenger walkways or evacuation routes may be in
green, vehicle parking areas in red, no parking areas hatched and aircraft guidance
lines in yellow. Particular markings to indicate no parking in areas such as the
airbridge movement area, or around fuel hydrants may be useful.
2.2 Apron installations fuel hydrants, FEGP, PCA, etc
Various services may be installed on an apron in preference to mobile services.
These can commonly include
Fuel hydrants
Fixed electrical ground power
Pre Conditioned Air
Other services such as the movement of baggage, water supplies etc are possible
but remain relatively uncommon.
Fuel hydrants offer improvements to the aircraft turnaround process and can
deliver greater volumes of fuel than vehicle tankers. The cost and benefits of such
a system will however have to be evaluated specifically at each airport given the
traffic levels etc. Awareness of the hoses and electrical connectors should form a
part of apron safety training and efforts should be made to highlight them visually
to reduce the chances of accidental contact. Emergency fuel cut-off switches
should be provided and clearly signed at the head of stand.
Fixed electrical ground power (400Hz) is often provided at airports and is a costeffective alternative to stand alone generators, in addition to the environmental
benefits. Supplying the cable to the aircraft can be done in 2 ways either via
underground pits, offering the cable close to the aircraft, or running the cable on
lengths of transporter on wheels from a storage area at the head of stand.
Whichever method is used it is good practice to store the cable away after each
use to reduce the risk of damage to it.
Pre Conditioned Air is an alternative to APU running to cool or heat the cabin of
parked aircraft, saving on fuel burn and reducing noise and emissions. It is
installed at some airports particularly where the climate is hot. Hoses used for the
air supply to the aircraft should be highly visible when extended out to the aircraft
to avoid accidental damage by vehicles or being a tripping hazard to staff.
If the airport provides these facilities then it will be necessary to produce training
material for users to be trained in the safe, correct and proper use of this
equipment.
2.3 Aircraft guidance systems visual docking guidance
Stopping an aircraft in the correct location to enable the airbridge and various
services to successfully connect to it requires some guidance. ICAO Annex 14
refers. The basic elements involved are to provide left/right guidance and stopping
position guidance. The calculation of the aircraft stopping position needs to take
into account
the movement envelope of the airbridge (if provided)
the location of the fuel hydrants and length of hose available
the location of any other fixed services (eg FEGP)
the space required around the aircraft for apron servicing
clearance from the taxiway
Clearly the aircraft type itself is a key factor and details will need to be established
of the pilots eye position in order for this to be the basis of the overall aircraft
stopping position.
Many different systems are in use around the world and it is recommended that
details of the systems in use at your airport are published to users.
Systems include simple marshalling to a nosewheel stopping position, AGNIS and
PAPA, and radar based electronic parking aids that detect the aircraft and offer
stopping guidance to the pilot on a display ahead.
Whichever system is used there remains a need to keep it up to date with airline
fleet changes.
2.4 Operation of airbridges, training, permits, audits
Airbridges are unusual pieces of equipment to enable passengers to transfer from
the terminal to a variety of aircraft types under cover. The operation of the
airbridge requires special training in order for it to be safely operated. It is
recommended that operators receive training, theoretical and practical, followed
by a test and successful demonstration in order to receive a permit for that type of
airbridge.
Training should include
Manoeuvring, steering, and speed of operation
Approach to the aircraft
Setting the autoleveller
Security procedures concerning any doors
Backing off the aircraft
Correct parking
Emergency procedures
Training can be provided by the airport directly or given by third party companies
including handling agents. If other organisations deliver training then audits of the
training should be carried out. If new airbridges or models with different controls
are installed then suitable training material and perhaps specific permits will need
to be introduced.
An example of an airbridge check form is at Annex D.
An example of an airbridge operator audit form is at Annex E.
2.5 Airside roads markings and signs
Road markings and signs should as far as possible replicate those used on the
public roads. This will ensure driver familiarity and reduce the chances of
misunderstandings.
Markings should remain in good condition to ensure they are visible to all road
users in all conditions especially at night. Signage should similarly be provided
to agreed standards. Checks should be undertaken from time to time to ensure
adequacy, check that no confusing signs have appeared or sightlines blocked and
that paint markings remain in good condition. Signs should be provided of an
adequate size and placed in good locations with clear lines of visibility to those
expected to see them.
Particular care should be taken when establishing temporary road diversions or
alternative road layouts. Clear new signage should be used and any redundant
paint markings should be blacked out or removed. The changes should be widely
promulgated to all road users in advance especially if any lower vehicle height
restrictions are introduced.
Fuelling activities should be included in apron safety awareness training for all
staff and especially in driver training to make staff aware of the risks associated
with the high pressure hoses delivering fuel into aircraft from the hydrants and the
presence of the electrical bonding wire.
Fuelling with passengers on board the aircraft may require additional fire service
cover.
Spillages from fuelling can occur and a procedure to absorb the spilt fuel followed
by proper disposal should be devised. At some airports it is possible to wash the
fuel into the drainage system but at others an absorbent material needs to be used
to soak up the fuel and ensure correct disposal. A requirement should exist for
those involved to report all spillages to the relevant authorities and the airport.
Marshalling signals should be performed at a steady pace and should not become
stylised with local variations from the standard. Illuminated marshalling wands
are available for marshalling in darkness.
If sight lines from the approaching aircraft become obstructed during a manoeuvre
then consideration should be given for 2 man marshalling to ensure continuity of
safe guidance is maintained.
2.10 Incident reporting
When incidents occur in Airside areas there needs to be procedures and processes
in place to ;
deal with aftermath of the incident.
report and record all the pertinent details of the incident to enable
subsequent investigation (See para 2.11)
These steps include procedures to ensure
Emergency services attendance,
establishing safe temporary closures of the area affected,
cleaning up and returning to service,
communication with other airfield users
Ideally there should be a widely known telephone number or radio reporting
method for everyone involved in, or witnessing an incident. A single central
telephone number should be used that is easily remembered. There should be a
clear requirement on everyone working airside to report incidents in a timely
manner. Accidents, incidents and near-misses should all be reported. All incidents
should be responded to in a positive manner taking each report seriously. Clearly
at the reporting stage there should be no allocation of blame dealing with the
aftermath and identifying the cause are the key activities at this stage.
The staff receiving these calls should have action sheets or other system to
record the call details and subsequent actions for them to take such as notifying
the Fire Service, Airfield Operations etc. Staff should attend the scene to record all
details and if possible take photographs- see para 2.11.
At some airports an automatic computerised notification system is in place,
relaying key incident details over a computer network to interested parties.
Once the immediate needs of the people involved have been dealt with the more
detailed report should be completed. This should include all relevant details in
order to enable a full investigation which can identify the root cause of the
incident. To assist this process the full details of all incidents should be recorded
on a database which enables queries and detailed analysis.
2.11 Incident investigation and analysis costs, hotspots, trends, causes
Individual incidents should be investigated in order to correctly identify the root
cause or causes. The purpose of doing this is to aid prevention of future possible
incidents. Often there can be a number of factors that all combined at the same
time to cause the incident. These can be, for example;
Misunderstood communication
Poor signs or markings
Poor training of those involved
Trained staff not acting in a way they were trained to
Too infrequent refresher training
Poor equipment / mechanical condition / mechanical failure
Tasks with inadequate resources being carried out too quickly
Failure to use PPE
Inadequate risk assessment
Laziness
Inadequate response to changing circumstances
On a periodic basis an analysis of all incidents that have taken place should be
undertaken. A database should contain all details of accidents, incidents and nearmisses. A classification system of incident types may be used but there are many
different systems in use. A common one is to describe the collision such as
vehicle- vehicle or vehicle aircraft. To gain the fullest picture all incidents
should be included including personal injuries, damage to vehicles, equipment and
aircraft. Classifications can also be used to denote the seriousness of incidents.
Investigative trend analysis can be completed, analysing the databases in a number
of ways which may include by;
Airline
Handling agent
Stand number / Location
Time of day / night
Staff trained in the task they were doing?
Staff within date of refresher training requirements?
Aircraft type / vehicle type / equipment type
Years of airside experience
Type of incident eg slips or trips, falls from height, jet-blast, baggage
loader contacting aircraft fuselage etc
The use of this data is for prevention. Understanding what has gone wrong in the
past enables steps to be taken to prevent their recurrence in the future.
The data will reveal the magnitude of the problem, determine overall costs of
incidents, analyse trends to direct future preventative actions, and pinpoint
particular areas of tasks that are high risk. Trends in any of the above factors
will point to aspects that are in need of review and providing trend data to all
airside companies collectively will give incident prevention a high profile. This
will be enhanced even further if companies can provide indicative costs of
incidents including not only repair costs but also aircraft downtime or delay costs
and staff sickness / costs of overtime providing staff cover.
Analysis can be presented in a number of ways;
Hot-spot maps of incident locations
Note the Apron Safety Survey conducted by ACI each November from member
airports reveals trends and illustrates ways in which data can be collected and
presented.
2.12 Aircraft turnround process and audits
The aircraft turnround process is the key activity on the apron. It is where the
aircraft, many vehicles and staff from different organisations come together in a
time pressured and constrained space.
In the UK, the Health and Safety Executive have produced a document HSG 209
Aircraft Turnround which focuses on the requirement for the turnround to be a
coordinated activity involving all companies.
There are a number of software systems that assist in planning and real-time
allocation of staff to tasks involved in the turnround process which can highlight
potential conflicts.
To proactively monitor the turnround process and adherence to procedures a
simple step is to sample a number of turnrounds per day and record the findings.
This can be completed by video or by completing a check-sheet whilst observing
the turnround process. An example of such a sheet is at Annex F.
Overall scores can be given and averages built up for different companies over
time. Common themes might reveal areas worthy of refresher training focus.
2.13 Passenger evacuation procedures terminal and aircraft
Passengers may need to be evacuated from aircraft at any time and also
passengers or staff from buildings, terminals etc. To reduce the hazards in these
time-constrained activities involving a large number of people an evacuation plan
should exist.
This should include designated evacuation routes from buildings into safe areas on
the apron. Both routes and safe areas must be kept clear of equipment and other
obstructions at all times to enable their safe use by passengers who will not be in
familiar surroundings. Ideally they should be well signposted or painted on the
ground.
Procedures for dealing with the evacuation of aircraft should be covered in the
Airport Emergency Procedures. Should an evacuation occur staff should muster
passengers in a safe area away from and upwind of the aircraft until the
Emergency Services arrive.
2.14 Hazardous materials
Hazardous materials can be safely carried in aircraft holds. The Emergency
Services should be able to obtain from the airlines cargo manifest particulars of
materials carried on a specific flight. Further details can be found in the IATA
Ground Handling Manual.
Airport Emergency Services will require suitable Personal Protective Equipment
to deal with aircraft damage incidents involving modern composites increasingly
used in aircraft construction. These man-made mineral fibres (MMMF) pose
specific hazards which require thick protection and masks.
3. Airside Safety
3.1 Protection of navigation aids
Key aids to navigation need to be protected to ensure their continued reliable
operation. This is particularly the case if bad weather can occur fog, heavy rain,
low cloudbase, falling snow etc can all reduce visibility into instrument
conditions. Examples of equipment include;
The exact protection required will vary on the precise location of the equipment.
The general principles involve;
keeping vehicles, contractors and other airport staff away from the facility
providing warning signs, markings or lights at the edge of the sensitive
area to prevent accidental intrusion in to the sensitive areas
providing clear surface markings or fences (that do not interfere with the
facility itself)
physically placing temporary barriers across certain routes
roads and access routes should be planned to stay clear of such facilities
procedures exist to ensure snow clearing vehicles, sweeping vehicles or
grass cutting vehicles do not infringe the areas without permission and
coordination with Air Traffic Control.
should be checked during construction to ensure things have not changed resulting
in the crane operating at a height greater than planned. Cranes if erect in the hours
of darkness should also be lit with red obstruction lights.
To assist in this process it is often worthwhile if airports contact and educate crane
operating companies about the requirements for operating cranes in the vicinity of
airports.
Some airports use a Crane Permit system that gives authorisation for cranes to
operate up to a specific height in a specific location. An example of a crane permit
form is attached at Annex G.
Surveys may need to be undertaken periodically to ensure the safeguarding
process outlined above is functioning and also to monitor tree growth to ensure
the surfaces are not penetrated. These surveys should cover the areas within the
protected surfaces.
3.5 Wildlife hazards
Wildlife around airports can present serious hazards to aircraft operations. The
most obvious of these is the presence of birds but other animals such as deer,
foxes and other mammals can present a hazard.
Adequate fencing around the airside areas is fundamental to keeping mammals off
the airfield.
Birds present a hazard to aircraft in flight. Birdstrikes with civil aircraft have
resulted in the death of over 250 people to date. Clearly it is impossible to
guarantee no birdstrikes will occur but there are a number of activities an airport
can undertake to reduce the probability of this happening.
These include;
Collecting accurate information on all birdstrikes that occur, including
details of the species involved
Observations of bird species and bird behaviour both on the airport and in
the surrounding areas
Identifying the hazard presented by each species by carrying out a species
based risk assessment
Prioritising efforts towards the most hazardous species
The largest hazard is clearly presented by large birds that fly in flocks.
Practical steps that can be taken to reduce the attractiveness of an area to birds
include;
Cutting the grass so it does not provide invertebrates but not too short that
it provides a resting area
Ensuring no new water features or refuse tips are placed around the airport
that might generate hazardous flightlines across aircraft arrival or
departure routes
carrying out tasks in the ways they have been trained is an important message to
push at the start.
Ideally on the apron everyone who works there should feel able to point out shortcuts or examples of bad practise to anyone else working improperly.
Roadshows or safety promotional vehicles could be used to tour the airside
areas and rest rooms or staff restaurants to bring to the attention of ramp staff the
latest safety message.
The annual ACI Safety Survey of members airports provides statistics that can be
used in safety promotions.
3.8 Stakeholders - Interface with ATC, with operators, with project teams,
A close working relationship at a professional level between the various duty
managers of organisations such as ATC, the airport, control authorities and any
based-airlines is vital. This should be an on-going continual process and ideally
involve joint meetings each day. In such circumstances individuals dealing with an
incident will be able to work together much more effectively.
When major developments occur in Airside areas then Project Managers can be
introduced to that forum to deal directly with any issues arising from the activities
of the other organisations.
Companies providing services on the airport to airlines such as aircraft cleaning
and catering may be present on the airfield purely due to history, having been
there for many years, or they may be appointed as a result of a tender or
qualification process. To that end it is good practise to set out to the companies
operating airside the requirements from the airport. These requirements may
include;
A requirement for the company to document and implement its own Safety
Management Plan covering all safety aspects of its operation
A requirement for all staff to be properly trained to carry out the tasks
expected of them
Compliance with airport notices / directions / safety alerts
Keeping up to date with legislation
A named safety manager is appointed to oversee all matters of training,
maintenance of equipment
The company will co-operate in the implementation of airport wide safety
programmes
Provide a safe, efficient and high quality service without disruption to the
operation of the airport
Allow access to documents
Participate in regular joint inspections of service areas with the Airport
Conduct risk assessments
Ensure clean and tidy storage and proper disposal of materials
Notify the airport of any particular hazards
Ensure hazardous materials are properly stored and labelled.
Ensure all plant and equipment is adequately and safely stored in adverse
weather conditions.
These should ideally be planned some time in advance involving all the handling
companies, ATC, control authorities etc to understand the specific requirements of
the flight and to ensure all unusual matters are identified and planned.
Factors to consider include;
Any special approach procedures
Aircraft routeing from the runway
Aircraft parking place
Access airside for any third parties not normally airside
Vehicular routes
Marshalling requirements
Specialist cargo handling facilities
Spacing from other activities
Other aircraft arrival or departure routes affected
Involvement of Public Affairs teams to handle media interest
3.11 Aircraft recovery
Contingency plans need to be drawn up to handle an incident where a disabled
aircraft needs to be moved. This can involve a relatively simple task such as an
aircraft with deflated tyres to a full accident recovery requiring lifting and moving
of large aircraft. Often this can be a time-pressured situation as the re-opening of
the airfield can depend on the timely removal of the aircraft.
To assist in this process it is beneficial if detailed layout drawings are available of
the airport showing the locations of electricity cables underground, telecoms
wires, network cables, fuel pipes, water pipes, fire mains, airfield lighting circuits
etc. These can be important considerations in dealing with the recovery.
Depending on the size of the aircraft anticipated to be moved and the recovery
equipment available it can be useful to carry out aircraft recovery exercises.
The benefits of this include;
Staff familiarity with specialist equipment that is rarely used
Increased experience in team-work with the airlines and their insurers
Testing of communications protocols with other organisations involved
Practical understanding of how to move the aircraft and where to park it
Availability of cranes and other heavy equipment and locating them airside
Experience with chains, pulling gear and aircraft tugs in moving the
aircraft
The recovery process will involve liaison with the airline and its insurers and will
also require permission from Accident Investigators. Close liaison with the Police
will also be necessary.
Key aspects of aircraft recovery include
The exact location and height of the aircraft. This may necessitate redeclaring distances for aircraft operations to continue from a reduced
runway length.
The recovery can only begin once the passengers have left the aircraft
and the accident investigators give permission for the aircraft to be
moved.
The airlines insurers need to give permission
It may be necessary to provide matting or a temporary road surface to
either enable the aircraft to power out of the grass or for a tug to pull it
out.
It may be necessary to offload cargo and bags in-situ before the
recovery commences. How will this be achieved ?
De-fuelling may be necessary -are there sufficient empty containers or
bowsers available at the airport to enable this to happen ?
Flat-bed trucks may be required to transport parts of the aircraft
Sweepers may then be necessary to clean the area afterwards
Annex A
AIRCRAFT MARSHALLING
Date:
Day/Night:
Marshaller:
Auditor:
Aircraft Type:
Stand:
Weather:
s - satisfactory
n/s
yes
no
no
n/s
4
6
s
s
n/s
n/s
no
no
8
10
Position of personnel
Surface condition check
s
yes
n/s
no
s
yes
n/s
no
12
14
yes
no
16
Manoeuvre planned?
Adequate
wingtip
clearance
Assistance
from
2nd
marshaller
yes
s
no
n/s
ye
no
s
yes
n/a
no
n/s
n/s
yes
no
n/s
Annex B
Annex C
Setting Up Site:
1. Ensure Works Permit clearance with ATC Watch Manager & Apron advised of stands affected
2. Close area with ATC on RTF - either Ground or Tower
3. Inform Ops Control Desk of area closed, who will advise Fire Service by land line
4. Isolate area with Barriers
5. Ensure green centreline routes are suppressed through works area
8. Check clearances from taxiway centreline to work site fencing & height
9. Check work site lighting
10.
Safe Contractors route to site
Re-opening Site:
Date: . Time:
Inform Ops Control Desk of re-opening, who will advise Fire Service via land line
Annex D
AIRBRIDGE CHECKLIST
APRON LEVEL
Cable tray hanging
Paint
Rust
Oil Leaks
Safety Hoop
Tyre condition
Lighting - Floodlight
Loose nuts/bolts
Stairs
Stair Light
Doors - swipe
INTERNAL
Condition of flooring
Patio door
Lighting
Signage
Telephone
Monitor - camera
Alarm - strobe
Water ingress
Canopy
Graphics - graffiti
Driving *
Height indicators
Floor
Heaters
Inspection doors
Auto leveller
Control Panel
SEG Controls
CLEANLINESS
Carpet
Glass panels
Remote console
Walls
Ceiling
Tunnel runners
Drainage
Obvious leaks
Stairs
Cabin area
_________
Comments
Annex E
Time:
Aircraft Type/reg:
Permit Number:
n/s - not satisfactory
Auditor:
Stand:
Airbridge type:
n/a - not applicable
s
s
s
s
s
s
s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
s
s
s
s
s
s
s
s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
2
3
4
5
6
7
8
9
10
11
s
s
s
s
s
s
s
s
s
s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
n/s
doors/barriers closed
Parking of vehicles/equipment
Operator has checked outside for any infringements
Airbridge parked in appropriate circle /box
All airbridge doors closed
All non-essential personnel have left the airbridge
Wheels are aligned correctly before retracting from aircraft
Airbridge parked below horizontal unless stated otherwise
Airbridge floodlighting off
Cleanliness of airbridge
Airbridge internal lighting off
Annex F
FORM
Date:
Airline/Handling Agent
Time:
Aircraft Type/reg:
Print names:
Stand:
YES
YES
S
S
S
S
S
YES
YES
NO
NO
N/S
N/S
N/S
N/S
N/S
NO
NO
YES
YES
YES
NO
NO
NO
13 Were crew / dispatcher / 3rd parties advised that the aircraft was chocked?
14 Did staff / vehicles / airbridge approach aircraft before it was chocked? (BA
YES
YES
NO
NO
N/S
SHUTDOWN OF AIRCRAFT
chocked?
Protocol)
SERVICING OF AIRCRAFT
N/A
N/A
YES
YES
YES
S
NO
NO
NO
N/S
YES
S
S
NO
N/S
N/S
YES
NO
GENERAL
Check various operators understanding of risk from those working around
them?
Are they aware of the turnaround plan?
Can they identify the turnaround co-ordinator?
Are all staff aware of actions to be taken in an emergency?
Comments:
ON-LOAD
33 Are Pax being escorted
34 Is Pax route clear
35 Pax guidance equipment used
36 Freight / Hold Baggage loading
37 Are adequate staff positioned to ensure pax safety (either airline and
handling agent)
38 Is High-Vis clothing worn
39 Adequate PPE - ears/feet/hands
N/S
YES
YES
YES
YES
YES
NO
NO
NO
NO
NO
YES
NO
YES
YES
YES
NO
NO
NO
N/S
Y
Y
Y
N
N
N
N/A
N/A
N/A
N/A
N/A
S
S
S
S
S
N/S
N/S
N/S
N/S
N/S
YES
YES
NO
NO
Y
S
Y
Y
Y
N
N/S
N
N
N
N/S
46 Vehicle parking
47 Stand cleanliness
48 Positioning of airbridge/FEGP etc
Comments/ Actions taken
S
S
S
N/S
N/S
N/S
5 Useful Documents
ACI Wildlife Hazard Handbook (2005) in draft at time of going to press
Eurocontrol: European Action Plan for the Prevention of Runway Incursions
ICAO: Safety Oversight Audit Manual (Doc 9735)
ICAO: Annex 14 Volume 1 various paras
ICAO: Doc 9137 Airport Services Manual Part 2 Pavement Surface Conditions.
ICAO: Manual on Certification of Aerodromes (ICAO DOC 9774)
ICAO: Manual On Safety Management For Aerodrome Operators (in draft at time of going to press)
UK CAA CAP 168 Licensing of Aerodromes
UK CAA Visual Aids Handbook CAP 637
6. Useful websites
Airports Council International
www.aci.aero
ACI Europe
www.aci-europe.org
Birdstrike Canada
www.birdstrikecanada.com
Eurocontrol
www.eurocontrol.int
European Aviation Safety Agency EASA
www.easa.eu.int
Transport Canada
www.tc.gc.ca
International Birdstrike Committee IBSC
www.int-birdstrike.com
International Standards Organisation
www.iso.ch
Joint Aviation Authorities
www.jaa.nl
UK Civil Aviation Authority
www.caa.co.uk
UK Health and Safety Executive
www.hse.gov.uk