Aerodrome Manual

AERODROME MANUAL
London Luton Airport Operations Ltd, Navigation House, Luton, LU2 9LY
Aerodrome Manual
London Luton Airport Operations Limited 2001

First published 1992
Second edition December 1994
Revised edition February 1998
Revised edition November 2001
Revised edition September 2004
Revised edition November 2005
Revised edition January 2009
Revised edition April 2009
Revised edition October 2009
Third edition September 2011
London Luton Airport Operations Ltd
(i)
September 2011
Aerodrome Manual
Editor
Department
Document Owner

Airfield Operations Department
Roger Koukkoullis
General Manager Airfield Operations
Navigation House
Luton
LU2 9LY
roger.koukkoullis@ltn.aero
01582 395263
www.london-luton.co.uk
Address
Email
Tel
Website
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Aerodrome Manual
INTENTIONALLY BLANK
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September 2011
Aerodrome Manual
Section 1
SECTION 1 INTRODUCTION
Contents
1.1
1.1.1
1.1.2
Purpose and Scope of the Aerodrome Manual

General
Legal Position
1.2
1.2.1
1.2.2
1.2.3
Distribution of the Manual

Hard Copy
Soft Copy
Aerodrome Manual Applicability
1.3
1.3.1
1.3.2
Amendments
Amendment Procedure
Review Procedure
1.4
Check List of Pages
1.5
1.5.1
1.5.2
1.5.3
Pre-Face
Introduction
Interpretation of Words
Document Structure
1.6
Contents Page
1.7
1.7.1
Glossary of Terms
Definitions
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Aerodrome Manual
Section 1
1.1
1.1.1
General
The Civil Aviation Authority requires London Luton Airport Operations Limited, operators of
London Luton Airport, to produce and maintain an Aerodrome Manual in accordance with the
requirements set out in CAP 168, Licensing of Aerodromes. This Manual contains instructions to
the aerodrome operational staff and gives details of the persons responsible for operation duties
and their areas of responsibility. The Manual also contains a record of the physical
characteristics of the aerodrome and list both significant differences from the standard
requirements contained in CAP 168 and agreements reached between the aerodrome licensee
and the Authority concerning these differences.
1.1.2
Legal Position
Article 211 of the Air Navigation Order (ANO) governs the grant of aerodrome licences by the
Civil Aviation Authority. The Article, together with Schedule 12, sets out the requirements for the
Aerodrome Manual within the licensing process. The CAA uses the Manual to assess the
suitability of aerodrome licence holders and their organisations against the safety related
requirements set out in Article 211(1)(a), (b) and (c) of the Order. The assessment is a
continuous process; this is particularly relevant when changes likely to affect safety are
proposed or made.
An application for an aerodrome licence should be accompanied by an Aerodrome Manual
produced in accordance with CAP 168. Once granted a licence, the licence holder is required to
maintain the Manual in conformity with Chapter 2 of CAP 168, and all aerodrome operating staff
must have access to the relevant parts of the Manual. The term 'operating staff' means all
persons, whether or not the aerodrome licence holder and whether or not employed by the
aerodrome licence holder, whose duties are concerned either with ensuring that the aerodrome
and airspace within which its visual traffic pattern is normally contained are safe for use by
aircraft, or whose duties require them to have access to the aerodrome manoeuvring area or
apron. The Manual will be regarded by the CAA as the primary indication of the standards likely
to be achieved by the aerodrome operator.
A copy is to be lodged with the Aerodrome Standards Department.
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Aerodrome Manual
1.2
Section 1
Each hard copy of the Manual is numbered and issued on an individual basis. The holder is
responsible for keeping it available for immediate reference and amended as required.
1.2.1
Hard Copy:
Managing Director.
Operations Director (Master Copy)
General Manager Airfield Operations (Author)
Airport Manager
Fire Services Manager
RFFS Fire Station Manager
Airport Operations Control Centre
General Manager Technical Services Department
Business Compliance Manager
NATS VCR Air Traffic Control
1.2.2
Soft Copy:
Civil Aviation Authority (SRG)
Civil Aviation Authority (ASD)
NATS General Manager Air Traffic Services
NATS Manager, ATC
NATS Engineering Air Traffic Control
Copies of the Manual have been supplied to departments and sections within LLAOL and to
companies that have significant numbers of staff at work on the manoeuvring area and aprons.
All holders of the Manual are asked to ensure that they and their staff are familiar with the
provisions of the Aerodrome Manual.
Specific enquiries about the contents of the Aerodrome Manual or the relevant legislation should
be made to the:
Operations Director
London Luton Airport Operations Limited
Tel: 01582 395112 Fax: 01582 395035
1.2.3
Aerodrome Manual Applicability
Under legislation this Manual applies to aerodrome operating staff, which refers to any person:
(i)
(ii)
(iii)
employed by London Luton Airport Operations Limited, either directly or as an

agent or contractor;
who is concerned in anyway with ensuring that the Airport is safe for the use of
aircraft;
whose duties mean that they or their employees have access to the
manoeuvring area or aprons.
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Aerodrome Manual
Section 1
In order to ensure that the information and procedures set out in this Manual are available to all
operating staff, it is a condition of use that holders of the Manual are required to ensure that the
widest possible access to the material that is contains is made available to the staff within their
companies and departments.
1.3
Amendments
The Manual will be reviewed on an annual basis and amendments will be issued as necessary.
Each page of the Manual is dated. Amendments will be made by replacing complete pages and
only those pages showing the latest date are to be incorporated in the Manual. All amendments
are to be recorded. A Checklist of pages for each volume will be issued with each amendment.
1.3.1
Amendment Procedure
The London Luton Airport Aerodrome Manual is a working document, based on significant
quantities of detailed information required by the Airport Company, airport users and operators,
in carrying out their operational functions and to discharge operational responsibilities.
The information contained within this Manual is subject to change and the document will be
reviewed annually in order that it can be amended to update users.
New information, or changes to the existing provisions of the Manual can be promulgated by the
following methods:
a)
Information deemed to be important to the day to day operation of the airport and which
needs to be promulgated urgently, may be circulated to manual holder and other by the
issue of an Airport Instruction, Airport Advice Notice or Operations Safety Instruction.
These Instructions are issued separately and are maintained in separate folders.
b) The Aerodrome Manual will be reviewed on an annual basis.

1.3.2
Review Procedure
The Operations Director will coordinate the review and updating of the contents of the
Aerodrome Manual.
London Luton Airport Operations Limited holds an aerodrome licence for public use and it is a
provision of this licence that the licensee shall notify the Civil Aviation Authority of certain
changes to services and alteration of structures. The requirements of this notification are as
follows:
a) Changes in the physical characteristics of the aerodrome including the erection of new
buildings and alterations to existing buildings or to the visual aids shall not be made
without prior approval of the Authority.
b) The licensee shall, by the quickest means available, notify the Authority of any material
change in the surface of the landing area, or in the obstruction characteristics of the
approach, takeoff, or circuit in relation to the aerodrome.
c) The licensee shall notify the Authority of any proposed change to the specified posts
described at Schedule 2 (of the licence) not less than 28 days prior to the intended date
of the effect of such a change.
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Aerodrome Manual
Section 1
d) The licensee shall notify the Authority of changes to persons holding posts specified at
Schedule 2 (of the licence) or of any changes to the safety related accountabilities of
these posts either prior to or within 14 days after such changes have been made.
e) The licensee shall inform the Authority of the times during which the aerodrome is
to be generally available for the take-off or landing of aircraft, and of any changes in
those times, and whether the aerodrome is to be available by arrangement with the
licensee outside those times.
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Aerodrome Manual
Section 1
1.4 Checklist of Pages
Page
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SECTION 2 TECHNICAL ADMINISTRATION
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SECTION 3 AERODROME CHARACTERISTICS
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Section 1
SECTION 4 OPERATIONAL PROCEDURES
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Sep 11
Sep 11
Sep 11
Sep 11
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Sep 11
Sep 11
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Page
Date
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SECTION 5 VISUAL AIDS
Page
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Date
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SECTION 6 RESCUE AND FIRE FIGHTING SERVICES (RFFS)
Page
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6-4
6-5
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Date
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Section 1
SECTION 7 INTEGRATED EMERGENCY PLANNING
Page
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7-4
Date
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SECTION 8 AIR TRAFFIC SERVICES
Page
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SECTION 9 COMMUNICATION AND NAVAIDS
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Aerodrome Manual
1.5
Preface
1.5.1
Introduction
Section 1
The Aerodrome Manual is a primary document which determines a range of criteria and
standards. It is supplemented by other documents which are integral to the primary document.
The aerodrome manual should be read by all airside users and employers shall make the
manual available in order that those parts relevant to airside users are accessible.
From time to time instructions may be issued concerning airside users which shall be followed.
These instructions form a part of this manual and may supersede the contents until the next
amendment.
1.5.2 Interpretation of Words
To avoid any misunderstanding within the Aerodrome Manual and supplementary documents,
the following words have a specific meaning when used. These interpretations are common
within the aviation industry.
Shall
means the instruction or action required is mandatory
(is to, are to)
Must
means the instruction or action required is mandatory
(is to, are to)
Should
Means that it is strongly advisable that an instruction or action is carried out, it is

recommended or discretionary. It is applied where the more positive shall' is
unreasonable but nevertheless a provider would need good reason for not
complying.
May
Used to indicate that the following clause is optional, alternative, or permissive.
1.5.3 Document Structure

Headers and footers contain basic information about the document title and reference to the
section of the document and its page number(s).
Each section is divided with 3 levels.
Level 1
Level 2
Level 3
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Aerodrome Manual
1.6
Section 1
Contents Page
1.1
1.2
1.3
1.4
1.5
1.6
1.7

Amendments
Check List of Pages
Preface
Content Page
Glossary of Terms

2.1
2.2
2.3
2.4
2.5
2.6
Name and Address of the Aerodrome

Name and Address of the License Holder
Accountable Manager
Named Persons
Details of the Safety Management System
Safety Related Committees
SECTION 3 AERODROME CHARACTERISTICS

3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
Aerodrome Details
1:2500 Scale Plans
Obstacles
Survey Plans
Declared Distances (data)
Declared Distances (information)
Re-Declared Distances (calculations)
Pavement Details
License Variations
SECTION 4 OPERATIONAL PROCEDURES

4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
4.11
4.12
4.13
4.14
4.15
4.16
Aeronautical Information Services

Aerodrome Inspections (Routine)
Aerodrome Inspections (Reactive)
Sweeping Runways, Taxiways & Aprons
Meteorological Information
Low Visibility Operations
Runway Surface Condition Reporting
Runway Surface Friction
Promulgation of Aerodrome Operational State
Other Aviation Activities
Recording of Aircraft Movements
Control of Works on Operation Areas
Aerodrome Access and Control of Vehicles
Apron Control
Aviation Fuel
Accident, Incident & Mandatory Occurrence Reporting
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4.17
4.18
4.19
4.20
4.21
4.22
4.23
Section 1
Disabled Aircraft
Aerodrome Snow Plan
Bird Hazard Control Plan
Aerodrome Safeguarding
Runway Incursion Prevention
Monitoring Third Parties & Airport Users
On-Aerodrome Development Procedures

5.1
5.2
5.3
5.4
5.5
5.6
5.7
Aerodrome Ground Lighting (AGL) (Responsibilities)

AGL System, Signs, Signals & Markings
Aerodrome Ground Lighting (Operations)
Power Supplies (Emergencies and Contingencies)
Flight Inspections
Lighting of Obstacles
Inspections and Maintenance Records

6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11
6.12
6.13
6.14
6.15
6.16
Policy Statement RFFS Category

Safety Accountability
Category Reductions
Higher Category
Operational Objective
Procedures for Monitoring and Alerting
Specialist Equipment
Maintenance of Competence
1000 Metre Access
Domestic Fires
Off Airfield Aircraft Accident
Additional Water Supplies
Freight Aircraft and Ambulance Flights
Adequacy of Response Low Visibility Procedures
Policy Statement Training First Aid Personnel
Scale of Medical Equipment

7.1
7.2
7.3
7.4
7.5
7.6
Practice Exercises and Drills

Emergency Planning
Emergency Orders
Amendments to Emergency Orders
Post-Disaster Management Plan
Medical Services
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Section 1

8.1
8.2
8.3
8.4
8.5
Safety Management System for Air Traffic Services

Runway Use and Circuit Direction
Noise Abatement Procedures
Runway Availability Evaluation
Alerting Emergency Services
SECTION 9 COMMUNICATION & NAVAIDS

9.1
9.2
Radio Communications
Procedures for use of Navaids
SECTION 10 BIBLIOGRAPHY
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Aerodrome Manual
1.7
Section 1
Glossary of Terms
The following terms have been defined to assist the interpretation of the material contained in
this Manual. These definitions are common to industry standard documentation but may differ
from similar terms in use for other purposes in other documents.
1.7.1
Definitions
Airside - That part of the airport contained within the perimeter fence. Access is controlled by
Security check points.
Apron - That part of the airport provided for stationing of aircraft for the embarkation and
disembarkation of passengers, the loading and unloading of cargo, and for aircraft parking,
including the South Apron and Cargo Apron. A double white line marks the boundary of the
Aprons with the taxilane and taxiways.
Apron Stand Taxilane - A portion of the apron designated as a taxi route intended to provide
access to aircraft stands only.
Cleared and Graded Area (CGA) - An area within the runway strip which is clear of obstacles
and graded to protect aircraft runway operations. The only objects that are permitted within the
cleared and graded area, whilst a runway is in use, are items of essential navigational
equipment which meet stringent requirements on frangibility. The presence of any unauthorised
object within a cleared and graded area will result in the related runway being withdrawn from
use, or the available distances being reduced.
HM Customs Area - All persons and vehicles using the Airside areas are subject to HM
Customs and Excise regulations and powers.
Instrumented Runway Visual Range (IRVR) - Automatic and continuous measurement and
display of the visibility along the runway, as defined from three transmissometer positions for the
touchdown, mid-point and stop-end of the selected runway in use.
Instrument Landing System (ILS) Restricted Areas - Areas within which the prohibition of
unauthorised objects (including vehicles/personnel) provides the maximum protection to the
signals transmitted by the ILS aerial systems.
Localiser and Glide Path Sensitive Areas (LSA/GPSA) - Areas within which the prohibition of
unauthorised objects (including vehicles/personnel) provides the maximum protection to the
signals transmitted by the ILS aerial system in use during Low Visibility Procedures for Category
II and Category III operations.
Low Visibility Procedures LVP - Procedures to provide additional protection to aircraft
operations taking place in conditions of low visibility and/or low cloud ceiling and in particular to
eliminate potential for interference with the sensitive landing aids used at these times.
Manoeuvring Area - That part of the airport provided for the take-off and landing of aircraft and
for the movement of aircraft on the ground, excluding the aprons and any part of the aerodrome
provided for the maintenance of aircraft.
Movement Area - That part of the airport intended for the ground movement of aircraft including
the manoeuvring area, aprons and any part of the aerodrome provided for the maintenance of
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Section 1
aircraft. (For the purposes of this Manual it includes all designated grass areas within the Airport
boundary).
Night - The time between half an hour after sunset and half an hour before sunrise, sunset and
sunrise being determined at surface level and listed for each day in the published table held by
ATC
Note: In the Night Jet Policy there is a separately defined period for night...
NOTAM - A notice containing information concerning the establishment, condition, or change in
any aeronautical facility, service, procedure, or hazard, the timely knowledge of which is
essential to personnel concerned with flight operations.
Obstacle - All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that
are located on an area intended for the ground movement of aircraft, or that extend above a
defined surface intended to protect aircraft in flight.
Runway End Safety Area RESA - an area provided at each end of the runway strip intended to
minimise the risks arising when an aircraft overruns or undershoots a runway.
Runway Strip - An area enclosing a runway which meets the following operational
requirements:
(i)
To reduce the risk of damage to an aircraft running off the runway by providing
a graded area which meets specified longitudinal and transverse slopes and
bearing strength requirements.
(ii)
To protect aeroplanes flying over it during landing, missed approach or take-off
by providing an area which is cleared of obstacles except permitted aids to
navigation.
Stopway - A defined rectangular area at the end of the take-off run, prepared and designated as
a suitable area in which an aircraft can be stopped in case of a discontinued take-off.
Taxiway Intersection - The junction of two or more taxiways.
Threshold - The beginning of that portion of the runway usable for landing
Figure 1:- Diagram showing Basic Strip, Cleared and Graded Area and Runway End Safety
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Section 2

Contents
2.1
Name and Address of the Aerodrome
2.2
Name and Address of the License Holder
2.3
Accountable Manager
2.4
Named Persons
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.4.8
2.4.9
2.4.10
2.4.11
2.4.12
2.4.13
The Accountable Manager (Operations Director)

General Manager Airfield Operations (GMAO)
The Airport Safety Manager (General Manager Airfield Operations)
Airport Manager
Health & Safety Manager
Fire Services Manager
General Manager Security
General Manager Air Traffic Services
Article 232 of the Air Navigation Order (prevent aircraft flying)
CAA Regulations 2001 (Detention and Sale of Aircraft)
CAA Regulations 2001 (Detention and Sale of Aircraft for Eurocontrol)
Aviation Security Act 1982
2.5
Details of the Safety Management System
2.5.1
Organisation of Document Structure
2.6
2.6.1
2.6.2
2.6.3
2.6.4
Local Runway Safety Team

Airside Safety Committee
Flight Operations Committee
Emergency Planning Committee
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Aerodrome Manual
2.1
Section 2
Name & Address of the Aerodrome
London Luton Airport Operations Limited

Navigation House
Airport Way
Luton
LU2 9LY
Telephone:
Administration
Tel.
01582 405100
Operations:
Tel.
Fax.
01582 395525
01582 395121
Location:
Lat.
N 5152.28
Long. W 00022.06
Aerodrome Reference Point:

Elevations:
Fuel Grades:
The mid-point of runway 08/26

Aerodrome
526 ft AMSL
Avtur Jet A-1
2.2
Name & Address of the Licence Holder
London Luton Airport Operations Limited (LLAOL)

Navigation House
Airport Way
Luton
LU2 9LY
2.3
Accountable Manager - (Operations Director)
In accordance with Schedule 12 of the Air Navigation Order to nominate, name and identify
the status of the aerodrome Accountable Manager, the following information is supplied.
Accountable Manager
2.4
Operations Director
Neil Thomson
Named Persons
The accountability and responsibilities for the safe operation of the aerodrome are detailed in
full within the LLAOL safety management manual.
2.4.1
The Accountable Manager (Operations Director)
Is fundamental towards the implementation and management of the SMS. The Operations
Director within the aerodrome is accountable for the safety & security standards required by
the appropriate regulatory authority, as well as any additional standards specified by the
corporate office.
Direct contact with internal and external business partners to answer safety & security
related inquiries;
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Aerodrome Manual
2.4.2
Section 2
(i)
Will be the contact point for the aviation regulatory authorities;
(ii)
Knowledge and understanding of Safety Management Systems related

principles and practices, and how these are applied within LLAOL
(iii)
Knowledge and understanding of the regulatory documents that prescribe

relevant aerodrome safety standards;
(iv)
Knowledge and understanding of the requirements for competence of

aerodrome management personnel;
(v)
Responsibility for all safety issues undertaken within the aerodrome;
(vi)
Knowledge and understanding of the key issues of risk management within

the airport and wider aerodrome activities.
(vii)
Responsibility for providing regular reports to the corporate office on the

results of the safety performance key performance indicators.
General Manager Airfield Operations (GMAO)
The GMAO is responsible to the Operations Director for all matters affecting aircraft safety,
personnel, and work equipment concerning the Airfield Operation as far as is reasonably
practicable. This includes air traffic control, airspace, noise & track keeping and Emergency
Planning. The day to day running of the aerodrome has certain aerodrome license
responsibilities delegated to the Airport Manager and Operations Duty Officers.
The GMAO acts as the Airport Safety Manager within the framework of the LLAOL SMS.
2.4.3
The Airport Safety Manager (General Manager Airfield Operations)
The Airport Safety Manager reports directly to the Accountable Manager on all safety related
matters and this is a senior manager within the organisation responsible for the
implementation and maintenance of the SMS.
The level of knowledge and understanding expected of the Airport Safety Manager are
essentially high level, with particular reference to the role in ensuring that safety standards
are maintained. The airport safety manager shall be able to demonstrate knowledge of the
requirements and competencies relating to the appointment of those persons within the
organisation with designated responsibilities for aerodrome safety.
2.4.4
Airport Manager
To act as the Managing Directors representative through the exercise of duties for all
operational areas of the business.
The overriding responsibility is for ensuring that the airport is safe for use for aircraft
operations, passengers and users and that the airport is operated in accordance with the
relevant legislative requirements. The Airport Manager reports to the GMAO for the
maintenance and integrity of the aerodrome licence and line management responsibilities.
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Aerodrome Manual
Section 2
The Airport Management team has direct line responsibility for the Airfield Operations
Department and the Airport Operations Control Centre. The specific day to day airfield
operations supervision is undertaken by the Operations Duty Officers. Each of these
aforementioned teams operates on a seven day / 24 hour basis.
The Airport Manager responsibilities include management oversight of the LLAOL duty
work force for all disciplines, for business partners and third parties and their contractors at
any given point.
2.4.5
Health & Safety Manager
The provision of competent advice and support to the company and its managers to
achieve compliance with health & safety, fire safety, business risk management and
business continuity planning requirements, both regulatory and/or company.
2.4.6
Fire Services Manager (FSM)
The FSM provides strategic and tactical direction to meet compliance for the RFFS, fire
safety, Emergency Planning and fire service management.
2.4.7
General Manager Security
The GM Security is responsible to the Operations Director for the provision of a safe and
secure security function that meets the needs of passengers, general public, airport users
and relevant local and regulatory requirements.
2.4.8
The GM Technical Services Department (GM TSD) is responsible to the Operations Director
for the management of the Technical Services Department to achieve compliance relevant
regulatory requirements and codes of practice in the management, maintenance and
monitoring of the airport facilities and equipment.
2.4.9
General Manager Air Traffic Services
National Air Traffic Services (NATS) provide services to London Luton Airport under a
contract which sets out NATS safety obligations. NATS manages these obligations through
the implementation of their own organisational formal Safety Management System (SMS).
The Air traffic Services (ATS) form and comply with national and international requirements.
2.4.10 Article 232 of the Air Navigation Order (prevent aircraft flying).
Authorised Persons for LLAOLL are: Operations Director and General Manager Airfield
Operations.
(1)
If it appears to the CAA or an authorised person that any aircraft is intended or likely
to be flown in any of the circumstances specified in paragraph (2), the CAA or that authorised
person may direct in accordance with paragraph (3).
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(2)
Section 2
The circumstances referred to in paragraph (1) are:

(a)
(b)
(c)
where any provision of article 3, 10, 11, 12, 16, 42, 50, 98, 132, 133, 134,
139(2) or 152 would be contravened in relation to the flight;
where the flight would be in contravention of any other provision of this Order,
of any regulations made under this Order, of Part 21, 145 or M or of EU-OPS
and be a cause of danger to any person or property whether or not in the
aircraft; or
where the aircraft is in a condition unfit for the flight, whether or not the flight
would otherwise be in contravention of any provision of this Order, of any
regulations made under this Order, of Part 21, 145 or M or of EU-OPS.
(3)
If paragraph (1) applies the CAA or that authorised person may direct the operator or
the commander of the aircraft not to permit the aircraft to make the particular flight or
any other flight of such description as may be specified in the direction, until the
direction has been revoked by the CAA or by an authorised person.
(4)
If the CAA or an authorised person has directed under paragraph (3), the CAA or an
authorised person may take such steps as are necessary to detain the aircraft.
(5)
For the purposes of this article the CAA or any authorised person may enter and
Issuing a Direction
A Direction will be issued to the operator or the Commander of the aircraft. It will always
be in writing. If it cannot be given in person a Direction will be fixed to the aircraft and a
copy sent to the operator or Commander. Communication to pass on the information
concerning the Direction will be made verbally where possible.
In all cases LLAOL will contact the CAA Flight Operations Department or Airworthiness
Department, in advance where feasible.
2.4.11 CAA Regulations 2001 (Detention and Sale of Aircraft)
Detention and sale of aircraft for unpaid charges
Where default is made in the payment of charges payable in respect of any aircraft by virtue
of section 73(1) of the Transport Act 2000, other than charges payable to Eurocontrol, the
CAA or an authorised person may, subject to the provisions of this and the following
regulations, take such steps as are necessary to detain, pending payment, either:
(a)
the aircraft in respect of which the charges were incurred (whether or not they were
incurred by the person who is the operator of the aircraft at the time when the
detention begins); or
(b)
any other aircraft of which the person in default is the operator at the time when the
detention begins;
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Section 2
and if the charges are not paid within 56 days of the date when the detention begins,
the CAA may, subject to the following regulations, sell the aircraft in order to satisfy
the charges.authorised person means:
(a)
any constable; and
(b)
any person authorised by the CAA (whether by name or by class or description) either
generally or in relation to a particular case or class of cases pursuant to paragraph 15 of
Schedule 1 to the Civil Aviation Act 1982;
2.4.12 CAA Regulations 2001 (Detention and Sale of Aircraft for Eurocontrol)
The CAA can make a request to LLAOL to detain an aircraft for non-payment of air
navigation charges under the CAA Regulations 2001.
authorised person means:
(a)
any constable; and
(b)
any person authorised by the CAA (whether by name or by class or description) either
generally or in relation to a particular case or class of cases pursuant to paragraph 15 of
Schedule 1 to the Civil Aviation Act 1982;
The Airport Manager will issue detention notices at LLAOL on behalf of the named persons
for contraventions detailed in 2.4.10, and on behalf of the CAA for contraventions detailed in
2.4.11 and 2.4.12
2.4.13 Aviation Security Act 1982
LLAOL may delay an aircraft where this is reasonable cause to believe that crew,
passengers, baggage and /or cargo have not been searched or processed in accordance
with the appropriate terms detailed in the Aviation Security Act 1982 (or as amended).
LLAOL may act independently or as directed on behalf of the Department for Transport (DfT)
The Airport Manager will enforce delay and other appropriate action as necessary to ensure
compliance at LLAOL for contraventions detailed in 2.4.13.
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2.5
Section 2
Details of the Safety Management System (SMS)
London Luton Airport Operations Ltd provides for safety through a structured approach
which emanates from the LLAOL Safety Management Systems (SMS). The full details are
described in the company Safety Management Manual.
This manual incorporates the safety management approach adopted by LLAOL. The design
of the Safety Management Manual (SMM) and its execution is influenced by changing and
varying needs, specific objectives, the processes employed and the safety product provided.
The SMM is based upon the general framework of ICAO DOC 9859.
The discharge of responsibilities, as defined in 2.4 above, are all detailed in full within the
SMM.
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2.5.1
Section 2
Organisation of Document Structure
SAFETY MANAGEMENT MANUAL
AERODROME MANUAL
Operations Safety
Instructions
Emergency Orders
RFFS Procedures
Manual
Manual Air Traffic

Services (Part 2)
Airfield Operations
Procedures
Manual
Airport Security
Program
Health & Safety

Procedures
Manual
Snow Plan
Maintenance
Operating
Procedures
Terminal
Evacuation Orders
Business
Continuity Plan
Figure 2 - document framework
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2.6
Section 2
Safety committees are intended to foster safe working practices and engage airport users in the
aerodrome safety culture. Committee terms of reference indicate the core objectives and
minutes are maintained for each meeting.
2.6.1
Local Runway Safety Team (LRST)
The LRST is organised as recommended by the European Action Plan for the Prevention of
Runway Incursions (issue 1). It is composed of representatives from London Luton Airport
Operations Limited (LLAOL), National Air Traffic Services (NATS) and the based and non based
aircraft operators and primary airside users. Other members, such as the CAA, may attend form
time to time. It is established to undertake the following tasks:
Review the current implementation of the relevant ICAO provisions
Improve runway safety occurrence reporting and analysis
Assess safety issues for local runway operations
Establish a risk based approach to change management
Ensure that the existing safety management systems (LLAOL & NATS) explicitly
incorporate runway operations
2.6.2
Airside Safety Committee
The Airside Safety Committee, chaired by the General Manager Airfield Operations, which
meets quarterly and at such other times as required. This Committee aims to foster and promote
a best practice safety culture and to address safety concerns of airside users.
2.6.3
Flight Operations Committee (FLOPC)
The FLOPC is chaired by the Operations Director and meets to review, discuss and agree policy
and procedures for Flight Operations safety matters. It operates as a forum for safety matters, all
operational issues, navigation and airspace matters and developments with the aim of promoting
and developing safe and efficient operations. Attendees include representatives of flight deck,
airline management, Luton air traffic control, NATS terminal Control, airfield environment for
noise & track keeping.
2.6.4
Emergency Planning Committee
The committee is chaired by the Emergency Planning Officer and attendees include the
emergency services, support agencies and airport users. It is accepted that all eventualities
may not be predictable; the emergency orders have been developed to address unplanned
events. The Emergency Orders will be routinely reviewed and updated.
All committees may be chaired by a representative substitute from time to time.
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Section 2
INTENTIONALLY BLANK
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Section 3
SECTION 3 - AERODROME CHARACTERISTICS
Contents
3.1
Aerodrome Details
3.2
3.2.1
1:2500 Scale Plans

Aerodrome Reference Code
3.3
3.3.1
3.3.2
Obstacles
Temporary Obstructions within Strips or Clearway
Application
3.4
Survey Plans
3.5
3.5.1
3.5.2

Introduction to Full Runway Distances
Reduced Runway Distances - Intersection Take-Offs
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.6
Declared Distances (information)

Site the landing threshold over an obstruction
Commencement of take-off run from the obstructed end
Termination of declared distances in the direction towards the obstruction
Marking of Obstructions
Taxiway Obstructions
Temporary Obstructions & Obstacles within Runway Strip or RESA
3.7
3.7.1
3.7.2
3.7.3
3.7.4
Re-Declared Distances (calculations)

Departing away from the Obstruction
Landing towards an Obstruction
Landing over an Obstruction
Taking-Off towards an Obstruction / Obstacle
3.8
3.8.1
3.8.2
3.8.3
Pavement Details
Survey and Bearing Strength
Pavement Construction Details
Taxiway Alpha Weight Limit
3.9
License Variations
3.9.1
Aerodrome License: Deficiencies, Concessions and Variations
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3.1
Section 3
Aerodrome Details
The Aerodrome characteristics and details are contained in CAP 32 UK AIP (see pages, AD 2EGGW-1-1 to AD 2-EGGW-1-16). These references are reproduced in the following pages of
this Manual, at the end of this Section.
3.2
1:2500 Scale Plans
A plan of London Luton Airport (Drg. No.OPS- A015-071), scale 1:2500, depicts the following;
position of the runway and markings, position of taxiways and aprons, runway and taxiway
holding points, position of Aerodrome Reference Point, aerodrome boundary, access roads and
car parks, buildings within the aerodrome boundary, position of wind-sleeves, aerodrome lighting
and navigational aids.
3.2.1
Aerodrome Reference Code
Runway 08/26 and the associated taxiways conform to the Aerodrome Reference Code as
follows;
Runway 08/26 is Code 4E.
A portion of the Taxiway Alpha is 23 metres wide taxiway at the entrance of the Main Apron and
is listed as a variation.
Taxiway Delta is re-designated Code D due to the demise leased by Harrods Aviation and Pier
Structure between East and North Aprons. The Taxiway can be used for Code E aircraft under
the following conditions:
(i)
(ii)
(iii)
3.3
Hanger 202 (Stand 62) is vacated of aircraft to the wing span clearance
Traffic control lights are activated on service road between East and North
Aprons.
There is no infringement by extension or work in progress to the most eastern
point of the pier.
Obstacles
The control tower, 313M 593m from the Aerodrome Reference Point, is 48.91m above the
lowest threshold (Runway 26) and therefore breaches the 45m Inner Horizontal Surface as
defined in CAP168. This infringement was approved by the Safety Regulation Group of the CAA
as the additional height offered improved line of sight
3.3.1
Temporary Obstructions within Strips or Clearway
It is the responsibility of the General Manager Airfield Operations to ensure that the existence of
all temporary strip obstructions is made known to pilots, either via Air Traffic Control or by
NOTAM.
3.3.2
Application
The runway should be withdrawn from service or its length and declared distances restricted if
there is an obstruction which cannot be removed within the areas given:
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Section 3
(i) Instrument approach runways - within the cleared and graded area as shown on the
Aerodrome Plan.
(ii) Non Instrument Runways (i.e. visual approaches) - a rectangle 60 metres beyond the
end of the runway or stopway and 75 metres each side of the centreline.
(iii) Within the clearway - if the clearway is infringed by an obstruction the TODA will have to
be re-calculated.
If there is a strip obstruction that is outside the areas mentioned above, the continued use of
the runway may be permitted, subject to pilots being notified, but every effort must be made to
remove the obstruction as soon as possible. A check for the possible revision of the OCH should be
made with SRG Aerodrome Standards.
Temporary ditches or depressions are acceptable on one side of the runway at a time in the
strip areas referred to above, or in the clearway, provided that they do not exceed 10 square
metres or, exceptionally, for narrow trenches 30 metres in area. There must be no earth banks
or equipment above the original ground level within the area.
In the event that an unacceptable obstruction exists within the strip areas referred to above including
stopway or associated clearway, the continued availability of the runway may be authorised at a
restricted length if the reduced distance available would be operationally usable by the type of
traffic expected. The declared distances have a statutory application in aircraft operations and it
is important that amendments are promulgated when circumstances give rise to their restriction.
The Civil Aviation Authority (SRG) may require verifying the amended distances where
practicable, having regarded to the time of day and the time the obstruction will remain prior to
its removal.
The revised distances, however, must be included in the NOTAM issued for the purpose of
advising pilots of temporary aerodrome conditions. It cannot be assumed that inbound pilots
will have had access to the NOTAM, the contents of which should, therefore, be passed by
RTF.
A NOTAM (priority DD) is issued in the following manner:"EGGW temporary obstruction ............................ metres from the end of RWY
Revised distances are as follows;
Runway 08 TORA ..../TODA..../ASDA..../LDA.... Runway 26 TORA
..../TODA..../ASDA..../LDA.... Height of Obstruction ....metres
AGL"
Locally based operators are to be advised of the revised declared distances and height of the
obstruction.
When the obstruction is removed and any debris/stones, etc. are cleared up, a NOTAM (priority
DD) is issued thus:"EGGW temporary obstruction RWY ....now removed Operations normal".
Note - The method of calculating revised runway distances is shown further in this section.
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3.4
Section 3
Survey Plans
LLAOL receives Ordnance Survey (O/S) digital mapping data. This data has been used to
produce the Aerodrome Plan. Data and is updated whenever significant changes occur (O/S
update threshold - 30 units of change) in any of the Ordnance Survey map segments covering
the airport area, reviewed on a monthly basis.
3.4.1
Surveys
The Planning & Development Department carries out annual surveys and plans are updated in
line with any significant changes. Drawings are stored on the CAD system.
The plans provided in this manual have been prepared using data from the Aerodrome Survey
Plan which is updated annually and held by the senior project manager and civil engineer.
3.4.2
ICAO Type A Chart
The London Luton Airport Type A Obstruction Survey 2001 and the associated Schedule of
Measured Heights combined the requirements necessary to produce the ICAO Type A chart and
provide data related to the surfaces and areas described in CAP 168 Licensing of Aerodromes,
Chapter 3 Physical Characteristics and Chapter 4 Assessment and Treatment of Obstacles. The
ICAO Type A Chart is available upon request from the Airfield Environment Department offices
where original charts are filed.
3.5
3.5.1
Introduction to Full Runway Distances
Accelerate Stop Distance Available (ASDA)

The distance from the point on the surface of the aerodrome at which the aeroplane can
commence its take-off run to the nearest point in the direction of take-off at which the aeroplane
cannot roll over the surface of the aerodrome and be brought to rest in an emergency without
the risk of accident.
Take-off Run Available (TORA)
The distance from the point on the surface of the aerodrome at which the aeroplane can
commence its take-off run to the nearest point in the direction of take-off at which the surface of
the aerodrome is incapable of bearing the weight of the aeroplane under normal operating
conditions.
Take-off Distance Available (TODA)
Either the distance from the point on the surface of the aerodrome at which the aeroplane can
commence its take-off run to the nearest obstacle in the direction of take-off projecting above the
surface of the aerodrome and capable of affecting the safety of the aeroplane, or one and one
half times the take-off run available, whichever is the less.
Landing Distance Available (LDA)
The distance from the point on the surface of the aerodrome above which the aeroplane can
commence its landing, having regard to the obstructions in its approach path, to the nearest
point in the direction of landing at which the surface of the aerodrome is incapable of bearing the
weight of the aeroplane under normal operating conditions or at which there is an obstacle
capable of affecting the safety of the aeroplane.
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Stopway
A stopway is an area on the ground beyond the end of the Take-Off Run Available (TORA)
which is prepared and designated as a suitable area in which an aeroplane can be stopped in
the event of an abandoned take-off. TORA plus Stopway makes up the Accelerate Stop
Distance Available (ASDA) (previously Emergency Distance (ED)).
Clearway
A clearway is an area which may be provided beyond the end of the Take-Off Run Available
(TORA) which is free from objects which may cause a hazard to aeroplanes in flight. In
conjunction with the runway it provides an area over which an aeroplane can safely transit from
lift-off to the required screen height. In certain circumstances it may be an alternative to an
increase in runway length.
Threshold
The beginning of that portion of the runway available for landing.
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.
Declared Distances are calculated in accordance with CAP168 Licensing of Aerodromes
Chapter 3 and are detailed below.
Declared Distances (metres)
Runway
TORA
ASDA
TODA
LDA
08
2160
2160
3240
2160
26
2160
2221
3240
2075
Surface Elevations at Declared Distances (feet amsl)

Runway
3.5.2
START
START
END
OF
OF
OF TORA
TORA
ASDA
END OF
ASDA
START
START
END
OF
OF
OF TODA
TODA
LDA
END OF
LDA
08
515
506
515
506
515
490
515
506
26
506
515
506
513
506
498
509
515
Reduced Runway Distances - Intersection Take-Offs
Reduced runway declared distances are published for take-off from the intersection of the
taxiways with the runways - see table below. The datum line from which the reduced runway
declared distances for take-off are determined is defined as the intersection of the downwind
edge of the specific taxiway with the runway edge. The loss, if any, of runway length due to
alignment of the aircraft prior to take-off should be taken into account by the operators for the
calculation of the aircraft's take-off weight.
Intersections used as intermediate take-off positions are identified by the taxiway designator to
which the datum line of the associated reduced runway declared distance for take-off refers.
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Runway 08 Reduced Runway Declared Distances for Take Off (metres)

Runway
Intersection
TORA
TODA
ASDA
1685
2527
1685
1135
1702
1135
Runway 26 Reduced Runway Declared Distances for Take Off (metres)

Runway
intersection
TORA
TODA
ASDA
1765
2647
1826
1055
1582
1115
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Section 3
Figure 3: Physical Characteristics
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3.6
Section 3
Declared Distances (Information)
Any changes to the declared distances for a runway restricted in length by the presence of an
obstruction are to be made by LLAOL in accordance with this chapter.
Initially it should be decided whether instrument approaches are possible, from both a technical
and meteorological point of view. In suitable weather conditions, the most practical solution is
usually to declare the runway "visual". The following paragraphs assume the runway to be
visual.
3.6.1
Site the landing threshold over an obstruction
The landing threshold should be sited at a point 60 metres inward from the point which subtends a
1:40 approach slope through the top of the obstruction. The amount by which the threshold has
been so displaced will be deducted from the published landing distance to give the revised LDA.
The displacement must be a minimum of 150 metres from the obstruction.
3.6.2
Commencement of take-off run from the obstructed end
The take-off run should commence not less than 60 metres from the obstruction. Additional
allowance must be made for jet blast or propeller wash. The distance by which the take-off run
has been shortened from the original start of roll position is to be deducted from the published
TORA and ASDA to give the revised distances. TODA is calculated by multiplying TORA by 1.5
(one point five)
Due care must be taken to ensure the safety of, for example, a disabled aircraft behind the
departing aircraft.
3.6.3
Termination of declared distances in the direction towards the obstruction
The TORA, ASDA and LDA should terminate at a point not less than 150 metres short of the
obstruction except in the cases of minor obstructions, ditches and depressions, etc. when the
margin can be reduced to 60 metres. TODA is terminated at the obstruction. The height of this
obstruction above the surface of the aerodrome should be determined and promulgated.
3.6.4
Marking of Obstructions
The marking by day and night of obstructed areas should be in accordance with the marking
requirements of unserviceable areas of a runway, taxiway or other areas listed in CAP 168
Licensing of Aerodromes.
It will be appropriate by night, and possibly by day also, to mark the perimeter of the obstruction
itself if it is close to a taxiway, the continued use of which has been authorised. However, it will
serve little purpose to a pilot landing or taking-off to mark, either by day or night, an obstruction
in a position which does not affect the continued use of the runway. Indeed extraneous red lights
may be misleading from the air and the pilot is only interested in seeing a pattern which clearly
indicates the part of the runway which can be used.
When aircraft are landing over the obstruction, or taking off from its vicinity, the revised
displaced landing threshold and revised position of the start of roll must be marked in some way.
By day, these may be marker boards (painted in a chequered fashion) at the edges of the
runway or a clearly identifiable vehicle suitably placed. At night, some form of locally determined
lighting must be used to adequately identify the appropriate positions, e.g. portable elevated
wingbars.
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Whenever aircraft are landing over the obstruction, the PAPI's are to be switched off unless
agreement is reached with the CAA Licensing Inspector that they may remain illuminated. At
night during aircraft operations, the obstruction is to be floodlit in such a way that the pilots of
aircraft are not dazzled.
3.6.5
Taxiway Obstructions
Acceptance of temporary obstacles near a taxiway will depend on the types of aircraft using the
taxiway. Clearance between an aircraft wing tip and the temporary obstacle should be not less
that 20% of the aircraft's wing-span when the aircraft is in the centre of the taxiway.
3.6.6
Temporary Obstructions & Obstacles within Runway Strip or RESA
ATC is responsible for notifying pilots, on behalf of LLAOL, of the existence of all temporary
obstacles within the runway strip or RESA by RTF, ATIS and information on aircraft movements
is to be passed to all persons known to be within the appropriate area. The following paragraphs
give guidance on the operational implications of temporary obstacles within runway strips and
RESAs and the limitations which should govern the continued use of the runway.
The amended distances declared as available will have regard for the differences in the area to
be cleared for an instrument runway compared with a take-off runway. Thus with an obstacle
say, 80m from the runway centreline, it may be feasible to reduce the landing distance available
on an instrument runway but leave the take-off field lengths unchanged.
Such obstacles may well affect the published declared distances and in this event it is the
responsibility of London Luton Airport Operations Limited to calculate the revised declared
distances which will then be passed to pilots by RTF and notified by NOTAM. The practical
solution may be to declare the runway "visual". The calculation of revised Declared Distances
will normally be undertaken by LLAOL. Declared distances have a statutory application and it is
important that amendments are promulgated as they arise; CAA SRG may require verifying
amended distances. The revised distances must be included in a NOTAM issued to advise pilots
of temporary aerodrome conditions.
Alternatively, the instrument procedure might be withdrawn. When the landing distance for an
instrument runway is amended, SRG Aerodrome Standards (Aerodrome Inspections) is to be
consulted to examine whether consequential amendments are necessary to the Instrument
Approach Procedure(s).
When there is a temporary obstacle within the runway strip but outside the area to be cleared
and graded, the continued use of the runway may be permitted subject to the pilots being
notified of the obstacle. Every effort should be made to remove the obstacle as soon as
possible.
Temporary obstacles caused by disabled aircraft or vehicles, which cannot be removed
immediately, will necessitate quick action if incoming aircraft are not to be held or diverted, or
outgoing aircraft held on the ground.
London Luton Airport Operations Limited is insured against loss of gross revenue due to
damage to or blockage of the runway by aircraft, excluding the first 2 hours of any interruption or
interference. After the 2 hour period, the Company is able to claim from the beginning of the
interruption or interference.
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Section 3
not to scale
Figure 4: Obstructions within the Runway Visual Strip
not to scale
Figure 5: Obstruction outside the Runway Visual Strip but within the Cleared and Graded Area
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Section 3
Figure 6: Obstruction outside the Cleared and Graded Area but within the Runway Instrument Strip
Three distinct zones exist to the side of the runway within which differing criteria apply.
i)
Within the runway visual strip i.e. within a distance of 75m measured at right angles
from the runway centreline and within 60m beyond the runway end; see fig. 4.1.
The runway cannot be used unless declared distances are reduced as the
obstruction infringes the visual strip.
ii)
Outside the visual strip but within the clear and graded area (CGA) i.e. outside 75m
but within 105m and within 60m of the runway end; see fig. 4.2.
The full runway length may be used as a visual runway but instrument procedures
must be suspended. Additionally, the position and height of the obstruction must
be notified by NOTAM.
iii)
Outside the CGA but within the runway instrument strip i.e. outside 105m but
within 150m; see fig. 4.3.
The runway can be used as an instrument runway, but obstacle clearance heights (OCH) must
be checked and Air Traffic Engineering consulted to check if the ILS is affected; a NOTAM must
be issued. A check must also be made to ascertain if the obstacle penetrates the 1 in 7
transitional surface which extends outwards from the instrument strip. In order to avoid infringing
the transitional surface, unmanned aircraft are not to be parked in the 08 holding bay.
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3.7
Section 3
Calculation of Reduced Declared Distances
Firstly, the distance in metres of the obstruction from the nearest end of the runway is measured;
this distance is hereinafter referred to as 'a'. The height of the obstruction in metres is
determined and this height is hereinafter referred to as 'h'. Dependent on whether aircraft will
land towards or over the obstruction the revised declared distances are calculated using the
subsequent pages.
In view of the fact that personnel and vehicles would probably be operating around an
obstruction, it may be prudent to reduce the risk to them by adding 100 metres to the 'a' figure.
Subsequently, if it becomes apparent that a particular type of aircraft could not operate under the
revised declared distances, but would be able to operate if the extra 100 metres were to be
added to the revision, a second set of revised declared distances may be issued to that
aircraft/operator, provided that all men and vehicles are moved off the runway during that
aircraft's landing or take-off and due regard is taken of the safety of the obstruction, i.e. a
disabled aircraft.
3.7.1
Departing away from the Obstruction
The revised TORA, ASDA and TODA when taking off from the obstructed end of the runway
should begin not less than 60m from the obstacle. However, consideration is to be given to the
slipstream/jet blast effect on the obstacle. For example, if the obstacle was a disabled light aircraft,
a large jet taking off could significantly increase the existing damage due to jet blast. Whatever
distance is determined is then subtracted from published TORA, ASDA and the revised TODA
obtained by multiplying the new TORA by 11/2.
With the General Manager Airfield Operations approval, consideration may be given to using the
150 metres comprising the strip end and RESA at the takeoff end of the runway as a 'starter
strip' thus providing an increased TORA. The General Manager Airfield Operations will consult
the Licensing Inspector if he deems appropriate.
3.7.2
Landing towards an Obstruction
When landing towards the obstacle a revised LDA is obtained by plotting the distance of the obstacle
from the beginning of published LDA and subtracting 150m. This provides the requisite 60m strip
end and 90m RESA before the obstacle.
3.7.3
Landing over an Obstruction
Careful consideration must be given before approval is given to carry out approaches to land
over an obstacle. The General Manager Airfield Operations is responsible for making this
decision and will liase with Aerodrome Standards.
The revised LDA for visual landing over an obstacle is obtained by multiplying the height of the
obstacle by 40 and adding 60m. The resulting number will locate a point upwind of the
obstruction and will be the revised displaced threshold. The distance from this point to the
current end of the LDA will be the revised LDA. The displacement of the threshold is never to be
less than 150m from the obstruction, in order to cater for the requirement for 60m strip end and
90m RESA.
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Aerodrome Manual
3.7.4
Section 3
Taking-Off towards an Obstruction / Obstacle
A revised TORA when taking off towards an obstacle is obtained by finding the point on the
runway at which a 1:50 take-off climb surface would just touch the top of the obstruction. This
must be a minimum of 90m from the obstruction to provide the requisite RESA before the
obstacle. A further 60m, for the strip end, should be deducted to obtain the revised TORA and
ASDA. The distance from the start of the runway to the obstacle is the revised TODA. The end
of the take off run must be marked/lit and the coded runway centreline lighting must be taken out
of service.
THE HEIGHT OF THE OBSTACLE MUST BE NOTIFIED.
Calculation of reduced declared distances when runway is blocked or the obstacle is within the
visual strip is shown on the following pages.
RUNWAY 08 - Take-off Towards Obstacle
a = distance from end of runway to furthest point of obstruction

h = height of obstruction
Revised TORA
2160-60-[a+ (hx50)]
Note: (h x 50) must be a minimum of 90m

Revised ASDA
Revised TORA
Revised TODA
2160 - a
The height of the obstacle must be given in the NOTAM with the revised distances.
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Section 3
RUNWAY 26 - Take-off Towards Obstacle

Revised TORA
2160 - 60 - [a + (h x 50)]
Note: (h x 50) must be a minimum of 90m

Revised ASDA
Revised TORA
Revised TODA
2160 - a
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Aerodrome Manual
Section 3
RUNWAY 08 - Landing Towards Obstacle

Revised LDA
2160 - (a + 150)
RUNWAY 26 - Landing Towards Obstacle
a = distance from end of runway to furthest point of obstruction Revised LDA = 2075 - (a + 150)
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Section 3
RUNWAY 08 - Take-Off Away from the Obstacle
a = distance from end of runway to furthest point of obstruction h = height of obstruction

X = additional distance allowed for jet blast if obstacle is on the runway
Revised TORA
2160 - (a + 60)
Revised ASDA or
2160 - (a + 60)
Revised TORA
2160 - (a + 60 + X)
Revised ASDA
2160 - (a + 60 + X)
If obstruction is off runway TORA and ASDA can start abeam the obstacle, therefore
Revised TORA
Revised ASDA
=
=
2160 - a
2160 - a
In all cases:
Revised TODA
re-declared TORA (as above) X 11/2.
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Section 3
RUNWAY 26 - Take-Off Away from the Obstacle

x = additional distance allowed for jet blast if obstacle is on the runway
Revised TORA
2160 - (a + 60)
Revised ASDA or
2221 - (a + 60)
Revised TORA
2160 - (a + 60 + x)
Revised ASDA
2221 - (a + 60 + x)
If obstruction is off runway TORA and ASDA can start abeam the obstacle, therefore
Revised TORA
Revised ASDA
=
=
2160 - a
2221 - a
In all cases:
Revised TODA
re-declared TORA (as above) X 11/2.
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Section 3
RUNWAY 08 - Landing Over the Obstacle

Revised LDA
2160 - [a + (h x 40) + 60]
The displacement of the threshold {(h x 40) + 60 in the above formula} can never be less than
150m in order to cater for the 60m strip end and 90m RESA. The revised declared LDA when
landing over an obstacle will only be valid when the final approach can be visual. PAPI's are
to be switched off when such a temporary displaced threshold is in use.
At night, or in the event of weather conditions below visual minima, landings over the
obstacle are not to be permitted until SRG has been consulted and has agreed to the
procedure.
The plane of the approach slope surface used to calculate the required threshold displacement
will be more restrictive necessitating a greater threshold displacement than that required for a
visual approach.
The General Manager Airfield Operations will assess whether temporary approach guidance is
required.
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Section 3
RUNWAY 26 - Landing Over the Obstacle
a = distance from end of runway (not displaced threshold) to furthest point of obstruction
Revised LDA = 2075 - [(a - 85) + (h x 40) + 60]
The displacement of the threshold {(h x 40) + 60 in the above formula} can never be less than
150m in order to cater for the 60m strip end and 90m RESA. The revised declared LDA when
landing over an obstacle will only be valid when the final approach can be visual. PAPI's are to
be switched off when such a temporary displaced threshold is in use.
At night, or in the event of weather conditions below visual minima, landings over the obstacle
are not to be permitted until SRG has been consulted and has agreed to the procedure.
The plane of the approach slope surface used to calculate the required threshold displacement
will be more restrictive necessitating a greater threshold displacement than that required for a
visual approach.
The General Manager Airfield Operations will assess whether temporary approach guidance is
required.
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Aerodrome Manual
3.8
Pavement Details
3.8.1
Survey and Bearing Strength
Section 3
Details of the surface and bearing strength of the runway, taxiways and apron are detailed in UK
Aeronautical information Publication (AIP).
3.8.2
Pavement Construction Details
Details of the construction of the paved surfaces at the airport are held by the Technical
Services Department.
3.8.3
Taxiway Alpha Weight Limit
The weight limit for that part of Taxiway Alpha between the Main Apron and taxiway holding
point Alpha 6 is 225 tonnes (this restriction applied to that part of the taxiway which crosses the
bridge over the Airport Approach Road). This limit equates approximately to fully loaded
DC10/MD-11 aircraft types, however for operation of aircraft with weights close to the above
limit, the actual weight of the aircraft must be confirmed with the crew, or operator.
3.9
License Variations
3.9.1
Aerodrome License: Deficiencies, Concessions and Variations
A copy of the Aerodrome License for LLAOL is shown overleaf (Aerodrome Manual Master
Copies only). It is a Public Use licence.
Variations to the criteria in CAP 168 Licensing of Aerodromes agreed with CAA Aerodrome
Standards are listed on CAA document 1560J as follows:
i.
Taxiway Alpha between main apron and junction of taxiways A & B the taxiway strip width
narrows to a minimum of 36m to the security fence adjacent to easyJet Hangar. No practicable
change is possible.
ii.
First crossbar of Runway 26-approach lighting is only 90m from the threshold with two, rather than
four, centreline lights between the crossbar and the threshold. Masts replaced to meet frangibility
requirements in 2003. Physical limitations prevent practicable change.
iii. Control Tower infringes the IHS by 3.91m. SRG approval granted prior to commissioning in 1994.
No practicable change possible.
iv. Taxiway Echo gradient is 1.7% which exceeds ICAO design criteria of 1.5%. SRG approval
granted in 2003 due to contour limitations between taxiways and aprons. No practicable change
possible.
NOTE: The variation for Taxiway Delta Code D taxiway strip is infringed by the South Apron Link Road
service road running parallel has been removed in 2011.
NOTE: The variation for Transitional Surface infringement by 5 Millimetre Wave Sensor Surface
Movement Radar heads has been removed in July 2011.
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Aerodrome Manual
Section 4
SECTION 4 - OPERATIONAL PROCEDURES

Contents
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
4.1.7
4.1.8
4.1.9
Aeronautical Information Services

Aeronautical Information Publication (AIP)
AIP Supplements (AIP SUPs)
Aeronautical Information Circulars (AIC)
NOTAM
AIS Information Line
UK Foreign IAIP Library
Responsibility
Promulgation
Operating Procedures
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6

Responsibility
General
Surface Inspection
Aerodrome Ground Lighting Inspection
Reporting Unserviceable AGL
Preventative Maintenance
4.3
4.4
4.5
4.5.1
4.5.2
4.5.3
4.5.4
4.5.5
4.5.6
4.5.7
4.5.8
Organisation and Responsibility
Terminal Aerodrome Forecasts (TAF)
SAMOS
MET Warnings
Other Information
Open Runway
IRVR
ATIS
4.6
4.6.1
4.6.2
4.6.3
4.6.4
4.6.5
4.6.6
4.6.7
4.6.8
4.6.9
4.6.10
4.6.11
4.6.12
4.6.13
4.6.14

Low Visibility Procedures (LVPs)
Implementation Roles & Responsibilities
The Runway Incursion Risk
LVP Operational requirements
LVP Temporary Suspension
Bird Control
RFFS
Surface Movement Radar (SMR)
Instrument Runway Visual Range (IRVR)
Precision Instrument Approaches
Vehicle Access Points to the Runway
Operations Safety Instruction (OSI).
Review
Measurement and Reporting of IRVR
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Section 4
4.6.15
4.6.16
4.7
4.7.1
4.7.2
4.7.3
4.7.4
4.7.5
4.7.6
Observation
Records
Runway Surface Condition Reporting
Responsibility
Measurement of Water, Slush, Snow or Ice
Inclement Weather Runway Inspections
Equipment
Reporting
References for Runway Condition Reporting
4.8
4.8.1
4.8.2
4.8.3
4.8.4
4.8.5
4.8.6
4.8.7
Runway Surface Friction

Braking Assessment
Findlay Irvine Grip Tester
Procedure
Frequency
Maintenance of Grip Tester Equipment
Runway Resurfacing
Friction Survey Meetings
4.9
4.9.1
4.9.2

Responsibility
Promulgation
4.10
4.10.1
4.10.2
4.10.3

Luton Control Zone and Control Area
Dunstable Downs Gliding
Rush Green Aerodrome
4.11 Recording of Aircraft Movements

4.11.1 Aircraft Movements
4.11.2 Flight Planning
4.12 Control of Works on Operation Areas
4.12.1 Introduction
4.12.2 Process
4.12.3 Operational Areas
4.12.4 Communication
4.12.5 Responsibility and Work Sponsors
4.12.6 LLAOL Approval
4.12.7 Work Details
4.12.8 Airside Safety Briefing
4.12.9 Vehicles and Equipment within the CGA
4.12.10 Inspections by Aerodrome Authority
4.12.11 General Instruction for the Requirements of a Work Permit
4.12.12 Urgent or Unplanned Works
4.12.13 Day-to-Day Completion of Works
4.12.14 End of Works and Project Completion Debrief
4.12.15 Works during Low Visibility Conditions
4.12.16 Work Supervision
4.12.17 Marking of a Works Site by Day
4.12.18 Lighting of a Work Site
4.12.19 Use of Cranes
4.12.20 Agricultural Works
4.12.21 Contractor
4.12.22 Fire Precautions on Working Sites (Hot Works)
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Section 4
4.13
4.13.1
4.13.2
4.13.3
4.13.4
4.13.5
4.13.6
Aerodrome Access and Control of Vehicles

Aerodrome Access - Airside Areas
Primary Access - Security Gate 5
Control of Vehicles
Auditing
Emergency Access Gates
Free Ranging (Runway Permit)
4.14
4.14.1
4.14.2
4.14.3
4.14.4
4.14.5
Apron Control
Stand Allocation
Commercial Operations
Cargo Operations
General Aviation
Marshalling and VDGS
4.15
4.15.1
4.15.2
4.15.3
4.15.4
4.15.5
4.15.6
Aviation Fuel
Policy for Fuelling
Fuelling/Defuelling With Passengers On Board or Embarking / Disembarking
Availability
Storage
Handling
Quality Control
4.16
4.16.1
4.16.2
4.16.3
4.16.4
Accident, Incident & Mandatory Occurrence Reporting

A Reportable Accident
Mandatory Occurrence Reports (MOR)
Responsibility for Reporting
Reporting Procedures involving Damage to Aircraft
4.17
4.17.1
4.17.2
4.17.3
4.17.4
Disabled Aircraft
Permission
Reportable Accidents
Temporary Disabled Aircraft
Salvage Equipment
4.18
Aerodrome Snow Plan
4.19 Bird Hazard Control Plan

4.19.1 Bird Control Facilities and Methods
4.19.2 Reporting
4.19.3 Bird Identification
4.20
4.20.1
4.20.2
4.20.3
4.20.4
4.20.5
4.20.6
4.20.7
Introduction
Safeguarding Accountability
Objections to Planning Authorities
Air Traffic Control
Habitat and Wildlife
Instrument Approach Procedures
Promulgation
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4.21
4.21.1
4.21.2
4.21.3
4.21.4
4.21.5
4.21.6
Section 4

Local Runway Safety Team (LRST)
Liaison with NATS
Signs, Signals and Markings
Safety Campaigns
Airside Driving Standards
LVP activities mitigated
4.22 Monitoring Third Parties & Airport Users

4.22.1 Audits
4.22.2 Audit Information Policy
4.23
4.24
Operations Safety instructions
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4.1
Section 4
Aeronautical Information Services (AIS)
The purpose of the AIS is to provide aerodrome specific information and data for aviation related
organisations concerning navigation and flight operations. The data is provided to the AIS office
by LLAOL which in turn publishes the specific details within Aeronautical Information Publication
(AIP) package for the United Kingdom.
The United Kingdom AIP is published by authority of the Civil Aviation Authority (CAA).
The AIP is prepared in accordance with the Standards and Recommended Practices (SARP) of
Annex 15 to the Convention on International Civil Aviation and with the Aeronautical Information
Services Manual (ICAO Doc 8126). Charts contained in the AIP are produced in accordance
with Annex 4 to the Convention on International Civil Aviation and with the Aeronautical Chart
Manual (ICAO Doc 8697).
The UK AIP maintains records of UK licensed aerodromes and facilities. This consists of the
following elements:
AIP - including amendment services
AIP Supplements
AICs, information of technical or legislative matters that does not qualify for
inclusion into the AIP.
4.1.1
Aeronautical Information Publication (AIP)
This includes permanent changes to the AIP which will be promulgated. The information is of a
static nature, updated through amendments every 28 days. It contains information of lasting
(permanent) character essential to air navigation.
The UK AIP Sections specific to aerodromes are the responsibility of the Aerodrome License
holder. To make an entry or amendment a form CA 933 is sent to the AIS for an AIP
amendment to be issued.
4.1.2
AIP Supplements (AIP SUPs)
AIP SUPs will normally contain items of a temporary nature only. To be included in an AIP SUP,
changes must be of operational significance and contain comprehensive text and/or graphics
(e.g.: major air exercises or aerodrome work) that preclude 'complete' promulgation by NOTAM.
AIP SUPs are issued every 28 days. A Check List and index of current AIP SUPs is included
with each issue.
An AIP SUP is to be kept in the AIP as long as all or some of its contents remain valid. The
period of validity of the information contained in the AIP SUP will normally be given in the SUP
itself. Alternatively, NOTAM may be used to indicate changes to the period of validity or
cancellation of an AIP SUP.
4.1.3
Aeronautical Information Circulars (AIC)
Aeronautical Information Circulars (AIC) are notices containing information that does not qualify
for the origination of a NOTAM or for inclusion in the AIP. As a general rule, AICs refer to
subjects that are of an administrative rather than an operational nature. They are, however, also
used to publish advanced warnings of impending operational changes and to add explanation or
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Aerodrome Manual
Section 4
emphasis on matters of safety or operational significance. Aeronautical chart issues and

corrections are also notified through the medium of the AIC.
These include notices relating to safety, navigation, technical, administrative or legal matters.
4.1.4
NOTAM
Notices to Airmen (NOTAM) cover short duration or temporary changes or short notice
permanent changes. They contain information concerning the establishment, condition or
change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which
is essential to personnel concerned with flight operations. As part of the service, Trigger NOTAM
is used to inform users of operationally significant information due to be incorporated in an AIP
amendment or SUP.
A NOTAM shall be originated and issued promptly whenever the information to be distributed is
of a temporary nature and of short duration or when operationally significant permanent or
temporary changes of long duration are made at short notice, except for extensive text and/or
graphics.
The ICAO Aeronautical Information Services Manual Doc.8126 details the circumstances and
the type of information that may be promulgated by NOTAM.
4.1.5
AIS Information Line
This service is offered by AIS to supplement the information available from the Website. A
recorded message allows you to obtain up to date information on specific NOTAM, and will
include Restricted Areas (Temporary), Airspace Upgrades & Emergency Restrictions of Flying.
Tel: 0500 354802 or +44(0)20 8750 3939
Aeronautical Information Service,
UK Publications Office,
NATS Ltd.,
Heathrow House,
Bath Road,
Hounslow,
Middlesex.
TW5 9AT
Email: ais.supervisor@nats.co.uk
4.1.6
UK Foreign IAIP Library
Access to foreign aeronautical information, available to interested parties for flight planning
purposes
The AIS website (http://www.nats-uk.ead-it.com) provides free access to all the products above,
and although it is primarily intended for flights taking place with, or departing from the United
Kingdom Flight Information Region (FIR), it is also possible to access internationally distributed
NOTAM issued by Foreign States.
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4.1.7
Section 4
Responsibility
Responsibility for the information regarding the aerodrome and its facilities as published in the
UK AIP rests with the General Manager Airfield Operations.
The Airport Manager, operational H24, is responsible for originating messages
concerning the aerodrome operational state, its published facilities and informing those affected
locally.
NATS is delegated, and therefore responsible, for originating messages concerning Air Traffic
Services and Air Traffic Engineering and related published facilities.
NATS is responsible for distributing such messages via AFTN for NOTAM, AIP updates or
other methods of communication as may be determined.
4.1.8
Promulgation
Information relating to any irregularity or unserviceability concerning the Aerodrome or its

published facilities is transmitted to AIS Heathrow by AFTN message. The message is
processed and distributed in NOTAM form by AIS Heathrow.
Unserviceabilities are logged in the ATC Watch Log and pilots are informed where necessary by
RTF or an appropriate addition to the ATIS transmission. Luton-based operators, Terminal
Control (TC) Supervisor and adjacent airfields are informed of relevant unserviceabilities via
landline.
All information distributed will be communicated in advance, where practicable, to LLAOL Airport
Manager, if not the originator.
4.1.9
Operating Procedures
The procedures to be followed and the actions required for the notification of occurrences
significant to aircraft operations are detailed in Manual of Air Traffic Services Part 1, Manual of
Air Traffic Services Part 2.
These occurrences will include operationally significant unserviceability, changes, or reduction of
service affecting electronic aids and communications facilities and include other facilities such as
aerodrome lighting, markings areas of work in progress, etc., the above documents also contain
the actions required for the publishing of NOTAMs, SNOWTAMs, and other such signals.
4.2
4.2.1
Responsibility
The General Manager Airfield Operations is responsible for ensuring that aerodrome inspections
are carried out, as required by the provisions of CAP 168, APP 3F.
Formal inspections procedures for surfaces and AGL are instigated through the Airfield
Operations department. A specific AGL inspecting role is undertaken by the Technical Services
Department.
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Aerodrome Manual
Section 4
Each department has detailed responsibility according to the department organisation and
discipline. The following listed items are core items which both teams shall be continuously
aware of within the realms of their duties.
Runway
FOD
AGL (lights and structural integrity of fittings)
Signs
Markings
Visual Aids
Bird Hazard & Wildlife Control
Clear & Graded Areas (CGA)
Work-in-Progress
All LLAOL staff in a position to operate on the Movement Area shall be alert to all the details
listed. In all circumstances any deficiency recognised as a potential threat to flight safety shall
be reported to ATC in the first instance.
4.2.2
General
Airfield surface and lighting inspections are carried out to ensure that:
ATC become aware of any unserviceabilities or obstructions
that may affect the use of the aerodrome and are able to supply pilots with
accurate essential information by RTF, NOTAM, etc.
Unserviceabilities or obstructions that are observed may
receive attention.
A surface inspection is carried out by the airfield operations department at first light and a
surface and lighting inspection is carried out in the evening. An inspection of the runway will
take place before the commencement of low visibility procedures and at regular intervals whilst
LVP are in operation.
Surface inspections and AGL inspections and checks will be undertaken in differing
circumstances. The busy traffic, weather or other reason may preclude an inspection being
completed in it entirety. As such staff shall return to complete inspections as soon as possible.
Any concerns with safety of operations during airfield inspections will be reported to the Airport
Manager, this does not preclude condition reports and urgent reports being made immediately to
ATC in the first instance.
4.2.3
Surface Inspection
A surface inspection of the paved areas requires the following to be observed:

Whether there are any foreign objects, or debris affecting the
surface
Whether there are any signs of the surface breaking up or surface erosion
has occurred
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Section 4
Inspecting for efficient water run off via the drainage system in
inclement weather and condition of manhole covers, and drains;
That any foreign objects are removed, and if recognisable as
parts of an aircraft, are reported to the Airport Manager for analysis and
identification if possible through investigative means;
Checking that AGL fittings are secure and that any concerns
with the structural integrity is reported immediately to ATC;
That marker, and holding point boards, on either sides of the
taxiways, are not obscured by tall grass, or broken or damaged in any way;
That any surface markings are clear, and not obscured by tyre
marks, or excessive wear.
Ensuring the grass surfaces are not rutted and free from
hazards which may endanger aircraft if they left the paved surface.
The frequency of inspections of grass areas are made will be
dependant upon the extent of any water logging.
During summer months, inspecting for any grass more than
15-20cm (6-8 inches) high on the movement area which will require cutting.
That airport installations, such as the IRVR transmissometer, PAPIs, etc.,
are not damaged, or that there is anything to impair their functioning.
Maintaining a focus of local wildlife and removing any remains when found.
4.2.4
Aerodrome Ground Lighting Inspection
A lighting functionality check excluding the intermediate stop-bars and runway Category 3 stopbars will be carried out at or before Night and a full AGL inspection will be undertaken by LLAOL
overnight during a period of light or nil traffic; if there are any unserviceabilities ATC will be
informed; details are to be recorded in the ATC Watch Log.
The daily lighting inspection is to include a lamp test of the Mimic and Lighting Control Panels in
the VCR. During Low Visibility Procedures any lighting unserviceability is to be reported to
LLAOL and a suitable information message is to be broadcast by ATIS until the fault is rectified.
A maintenance lighting inspection is carried out by the Technical Services Department lighting
inspection is carried out in the evening.
Specific AGL inspections are made at predetermined times and on an ad-hoc basis or as
requested by ATC. Any AGL inspection shall, while focusing on the primary purpose, embrace
any obvious concerns of the surface condition.
Ground Lighting
Airfield lighting with the exception of the approach lighting is inspected daily before dusk by the
Technical Services Department and any unserviceabilities reported by the defect reporting
procedure for action. Inspections and details of remedial action on lighting faults are
recorded in the Air Traffic Control watch log.
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Section 4
Approach Lighting
The approach lights are inspected weekly by the airfield electricians and remedial action taken
at that time. PAPI angles are checked approximately every week by Technical Services and
readings are recorded on a special form and adjustment made if thought necessary. The
condition of circuits and cable installation is monitored and recordings made at three monthly
intervals.
It is not possible to observe the high intensity approach and all the supplementary approach
lights to 08/26 from the runway. This inspection is carried out by the airfield electricians
regularly.
Runway
Runway edge, centreline, touchdown zone lighting, stop end lights, green threshold lights, blue
turning circle lights and those supplementary approach lights visible from the runway, plus the
PAPI units are checked; it may be necessary to drive off the runway to inspect them.
Caution is used when driving back onto the runway to ensure that no dirt or debris is carried onto
the runway surface by the tyres. After checking one end, the approach lights are changed to the
opposite direction and the other end of the runway is checked.
Taxiways
The surface, green centreline lighting, lighted holding point boards, runway guard lights (wigwags), stop-bars, blue edge lighting are checked.
Aprons
The surface and apron floodlights are checked.
Engine Run-up Bay
Floodlights are checked.
During the inspection special attention is given to the runway surface, the obstruction lights on the
various buildings and navigation equipment.
4.2.5
Reporting Unserviceable AGL
Any defects will be reported using a reporting system procedure. Any repairs or maintenance
requiring immediate action is reported directly to the Technical Services Supervisor. Staff shall
observe and seek to undertake checks and report any deficiencies to ATC.
Unserviceabilities determined by ATC are reported to Technical Services department which
remains contactable on a 24 hour basis. Notification can be given direct to the Airfield Electrical
Team using RTF Channel 1, or to the Airport Operations Control Centre by telephone (01582
395525).
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4.2.6
Section 4
Preventative Maintenance
A programme of preventive maintenance is employed to ensure that for the purposes of CAT
II/III operation at least 95% of lights are serviceable in the following elements:
(i)
(ii)
(iii)
(iv)
the inner 450 m of approach lighting.

runway centre line lighting.
runway threshold lighting.
runway edge lighting.
Note 1:
At least 90% of the TDZ and stop bar lights and 85% of the runway end and
approach lights beyond 450m must be serviceable.
Note 2:
The allowable percentage of unserviceabilities should not be such as to alter the

basic pattern of the lighting system. Additionally, two adjacent unserviceable
lights are not permitted except in a barrette or a crossbar, where no more than
two adjacent lights can be unserviceable.
Note 3:
No more than two stop bar lights should be unserviceable and if the two
unserviceable lights are adjacent, immediate remedial action should be taken.
4.3
Aerodrome inspections may take place generally as determined or requested by conditions.

Calls will usually be made via ATC.
These inspections may be required during adverse weather conditions, after work in progress, or
after debris or damage is suspected, e.g. tyre burst on the runway or an abandoned take-off due
to engine failure, or malfunction, additionally the following circumstances;
Changes in weather conditions
Instigation of LVPs
Reports of FOD, bird strikes or wildlife
After an aircraft Full Emergency or runway incident
To assess reports of pavement conditions
Braking action reports, usually but not exclusively relating to winter operations
Aerodrome Ground Lighting failure(s)
After periods of inactivity
Work-in-progress
The RFFS may be required to report on the runway state, in abnormal conditions such as
snow, ice or frost conditions, during periods of heavy rain, or after an aircraft emergency
or accident.
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4.4
Section 4
The Airfield Operations department carries out regular sweeping of the manoeuvring areas. The
sweeping process takes place under the FOD management objectives and is detailed within the
department procedures manual. This includes the manoeuvring areas being divided into zones
which are identified by a colour coding and number system. Department objectives outline the
frequency minimum for each zone.
Key Methods for Reducing and Removing FOD
(i)
(ii)
(iii)
Prevention - proactive
Removal - reactive
Sweeping - methodical
FOD is everybodys responsibility.

All airside users (flight deck, cabin crew, engineers, aircraft servicing personnel, contractors,
ground handlers, FBO staff and aerodrome authority staff) are responsible and can help the
prevention of FOD.
The Airfield Operations department undertake the sweeping activities for the movement area.
Runway the runway tends to be less contaminated but the risk of damage is potentially greater
due to high speed and critical operations.
Taxiways the taxiways have restricted vehicle movements as there have been developments
of airside roads in recent years. The risk of damage due to FOD is still high. FOD may be
blown from other areas or misplaced by vehicles onto taxiways. This can be avoided by good
housekeeping regarding FOD checks of vehicles.
Aprons there is a greater propensity to be effected by FOD due to the numerous and
consistent apron activities for embarkation and disembarkation of passengers, loading and
unloading of baggage and cargo.
Hazards from FOD are created generally through poor housekeeping; FOD remains a risk to
engines through ingestion. Also, FOD caught in jet blast or propeller or helicopter rotor wash
can be a risk to aircraft, people and property.
Routine and systematic sweeping is undertaken on a frequent basis determined by department
objectives to maintain a FOD free aerodrome. The areas for routine sweeping are determined
by the FOD management program which divides the aerodrome areas into zones.
Reactive sweeping is undertaken where FOD or spillages has been noted during inspections
and reported by airside users.
FOD remains everybodys responsibility.
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4.5
4.5.1
Organisation and Responsibility
Section 4
London Luton Airport has qualified observers from ATC and staff undertake regular
meteorological observations. All forecasts and warnings are prepared and issued by Central
Forecasting Office (CFO), in Exeter. Half-hourly weather observations are made by Air Traffic
Control and despatched, via the Aeronautical Fixed Telecommunications Network (AFTN), to the
UK OPMET Centre at Heathrow.
The observations are taken at H+ 20 minutes and H+ 50 minutes.
Each half hour, or more frequently during rapid changes of weather, observations are made and
recorded. This information consists of wind direction and speed (in knots); visibility (in metres or
kilometres); present weather conditions (rain, fog, snow etc.); details of cloud formations
(amount, type where applicable, and height of cloud base in feet); temperature (in C); and
atmospheric pressure (in Millibars).
Information for airports not included in the regular OPMET service is available on request, via
AFTN from the Brussels and Vienna Meteorological databases.
4.5.3
Terminal Aerodrome Forecasts (TAF)
CFO, Exeter is responsible for preparing and issuing TAFs for Luton. The TAF is in the METAR
code and gives an indication what sort of weather is likely to be expected, during a forecast
period of 9 hours.
TAFs and Actual, for other UK and non-UK aerodromes are received at regular intervals and are
available on request through the COPPERCHASE AFTN terminals situated in the ATC VCR.
4.5.3
SAMOS
ATC provide for Met observations through the use of the Semi-Automated Met Observing
System (SAMOS). The SAMOS provides actual weather information and is used for the ATIS
and METAR.
4.5.4
MET Warnings
Met warnings are issued by the Met. Office and indicate when Strong Surface Winds, Gales,
Thunderstorms, Fog, Frost, Snow, Freezing Precipitation, or marked Temperature Inversion may
affect Luton.
The warnings consist of a reference number, a period of validity and details dependent on the
type of warning.
4.5.5
Other Information
Pilots requiring information not available on a regular basis may contact the forecaster at CFO
Exeter. Further information on the dissemination of information, together with details of the
types of equipment used in the preparation and gathering of meteorological data for the half
hourly observation, are contained in the Manual of Air Traffic Services Part 2.
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4.5.6
Section 4
Open Runway
London Luton Airport Operations Limited subscribes to the Met Office Open Runway Service.
This service provides a forecast assessment of snow and ice conditions likely to affect paved
surfaces at the airport as well as a prediction of the likelihood of Heavy Rain, Strong Wind, Fog,
Ice, Snow and Hoar Frost. The information is received and distributed over the company email
system and is made available to third party operators upon application. The service operates
under contract arrangements and broadly between from November 01 to April 30 each year.
4.5.7
IRVR
Instrumented runway Visual Range (IRVR) is made by three transmissometers covering each
third of the runway. The three sites provide important information concerning visibility and are
linked to the runway edge lighting. The system is continuously recording information which
feeds into the ATC visual control room.
4.5.8
ATIS
The Automatic Terminal Information Service (ATIS) enables weather data and essential
aerodrome information to be transmitted. The ATIS operates on a 24-hour basis.
4.6
4.6.1
Low Visibility Procedures (LVPs)
LVP are put in place in order to protect aircraft and that flying operations may take place safely.
LLAOL and ATC have agreed the level of protection, which includes the permissible safe
movement rate for aircraft.
4.6.2
Implementation Roles & Responsibilities
ATC is responsible for LVP implementation and cancellation. ATC informs the LLAOL Airport
Operations Centre and the details are communicated to the Airfield operations team to put in
place barriers and signage to notify airside users.
4.6.3
The Runway Incursion Risk
Luton has an uncomplicated and simple aerodrome layout which itself mitigates some of the
risks for aircraft and vehicle misrouting. However in low visibility this risk is increased due to;
Reduced visibility in flight deck, control tower and vehicles.
Low cloud or other weather conditions
Restricted visibility causing temporary uncertainty of position
As the risk of an obstacle is greater in low visibility, essential operations vehicles shall always
carry two radios. These may be handheld or fixed, but will prevent the potential for a radio
failure to cause an obstruction and increasing the risk of an incident.
Only essential operations vehicles are permitted to drive on the movement areas. They shall
also be equipped with an aerodrome map showing all runway, taxiway, vehicle routes and
holding points.
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4.6.4
Section 4
LVP Operational Requirements
Low Visibility Procedures are sub divided at Luton into Safeguarding, LVP (A) and LVP (B) as
detailed below.
Safeguarding is an additional preliminary stage associated with LVPs which involves the airfield
perimeter road being closed.
This is undertaken prior to LVP A and enables swift
implementation of LVP A in changing weather conditions.
LVP (A) -
ensures protection of the Localiser Sensitive Area (LSA) and the Obstacle Free
Zone (OFZ)
LVP (B) -
introduces additional levels of protection to the entire manoeuvring area and will
permit the operation of Surface Movement Guidance and Control (SMGC).
The concept for Low Visibility Procedures is that the (LSA) is guarded, thus preventing distortion
of the localiser signal, and that the Obstacle Free Zone (OFZ) is clear of obstacles. The LSA,
which contains the OFZ, for Runways 08 and 26 differs slightly according to the runway in use,
and in the case of departing aircraft only exist between the departing aircraft and the localiser
aerial.
4.6.5
LVP Temporary Suspension
The weather conditions combined with the airfield elevation can cause for change to occur both
frequently and at short notice. Therefore a system known as Temporary Suspension is
employed which enables the aerodrome to revert to and from runway protection procedure. This
enables CAT 1 holding points to be enabled in improving conditions with formal cancellation of
LVPs.
In worsening weather conditions the recommencement of LVPs can take place to afford the
necessary protection for flight operations.
4.6.6
Bird Control
Continuing bird control in LVPs is still possible as access to taxiways and access to the
perimeter track can be made by ATC permission.
4.6.7
RFFS
Once low visibility operations have been initiated it may be necessary to restrict the
operation of vehicles and persons in the aircraft manoeuvring area. Procedures
developed for ATC to assist the RFFS in case of an accident or incident should be
initiated. (CAP 168, Appendix 2B.). RFFS provide for methods of operation in LVPs within the
RFFS procedures manual.
4.6.8
Surface Movement Radar (SMR)
ICAO Annex 14 recommends the use of SMR where operations in Runway Visual Range of
400m take place. LLAOL operates a SMR at all times, unless unserviceable, with plans to
replace the current equipment in 2011.
The SMR is used continuously during LVP and hours of darkness.
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4.6.9
Section 4
Instrument Runway Visual Range (IRVR)
The Instrumented Runway Visual Range is the primary means of assessing runway visual range
at Luton.
Three transmissometers are used to measure the opacity of the air at fixed points
along the runway;
The Touchdown IRVR
The Mid-Point IRVR
The Stop End IRVR
The three sites are linked to the central processor which feeds the displays to ATC and
subsequently the Airport Operations Control Centre The IRVR system is operational at all times
unless unserviceable.
4.6.10 Precision Instrument Approaches
LLAOL operates a fully compliant CAT IIIB instrument landing system (replaced in 2009) which
enables aircraft operations, where so equipped and qualified. The LVPs in place protect the
runway and navigational aids to enable such operations to continue.
4.6.11 Vehicle Access Points to the Runway
In order to positively identify vehicular access points to the runway, a colour coding system
exists.
The runway access roads are coded as follows:
Stopway Road
South Western Road
RWY 26 GP Road
Red 1
Red 2 Withdrawn from operational use
Red 3
Eastern Turning Circle Road

RWY 26 RVR Road
RWY 08 GP Road
Yellow 1
Yellow 2
Yellow 3
Access to these roads is made via the perimeter road and this is closed in LVPs. Access may
be gained for essential safety and security reason but only with the express permission of ATC.
4.6.12 Operations Safety Instruction (OSI).
LLAOL produces operational safety instructions with specific details for airside users. See also
OSI for the local procedures.
4.6.13 Review
Where necessary LVPs are reviewed between LLAOL, ATC and airside users as all parties are
effected by the provision of LVPs. They are reviewed annually or when a change or incident
has necessitated these personnel to do so.
A review is undertaken annually with a table top exercise with given scenarios to test existing
LVPs and to make recommendation for change if necessary. Minutes of the annual table top
are kept and issued to the attendees.
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Section 4
4.6.14 Measurement and Reporting of IRVR

RVR assessment is provided by the AGIVIS Instrumented Runway Visual Rang e ( I RVR)
syst em. T he system compr ises t hr ee transmissometer sites set beside the runway, with
one abeam the midpoint position and the other two abeam the touchdown points for each runway
direction. These transmissometers are automatically and continuously measuring the
visibility in the runway area. The readings are indicated in digital form on displays in the ATC
Visual Control Room where the transmissometer positions are known as 'Touchdown', 'Midpoint
'and 'Stop End'. The IRVR displays will automatically adjust to indicate the values from each
transmissometer in the correct order, dependant on which runway is selected on the lighting
panel as the runway in use.
The system provides IRVR values form zero to 1500 metres, with readings in excess of
1500 metres indicated as 'PS' (Perfect Sight). The IRVR displays incorporate the status
monitor for the ILS equipment and indicate the category available and serviceability of that
equipment. The IRVR displays are also interconnected to the aerodrome lighting control system
and indicate the runway to which the lights are selected. The ILS status monitor does not
operate until the ILS and lighting are selected to the same runway direction.
4.6.15 Observation
The IRVR system is operating continuously and IRVR values will be reported to aircraft
whenever:
(i)
the reported meteorological visibility is 1500 metres or less.
(ii)
the IRVR displays are indicating an RVR value equal to or less than 1500 metres.
(iii)
shallow fog is reported, or within the period for which it has been forecast.
The IRVR system displays are available in all ATC positions, providing continuous update. IRVR
values are transmitted with each half hourly meteorological weather report, whenever it is
necessary to report them.
4.6.16
Records
The IRVR central processor maintains a continuous record for thirty days of the RVR readings,
including all changes from all three transmissometers.
4.7
4.7.1
Surface Condition Reporting

Responsibility
The Operations Duty Officer is responsible for making verbal runway condition reports for ATC
to disseminate information as necessary. The following descriptions will be used as determined
in the UK AIP. Runway surface condition reporting is made for each third of the runway. ATC
will pass on information as determined by the requirements of essential information.
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Section 4
REPORTING TERM
SURFACE CONDITIONS
The surface is not affected by water, slush, snow or ice.
DRY
NOTE: reports that the runway is dry are not normally passed to pilots.
If no runway surface report is passed, pilots will assume the surface to
be dry.
The surface shows a change of colour due to the moisture
DAMP
NOTE: if there is sufficient moisture to produce a thin film or the

surface appears reflective, the runway will be reported as WET.
The surface is soaked but no significant patches of standing water are
visible.
WET
NOTE: Standing water is considered to exist when water on the

runway surface is deeper than 3mm. Patches of standing water
covering more than 25% of the assessed area will be reported as
WATER PATCHES.
For JAR-Ops performance purposes, runway reported as DRY, DAMP or WET should be considered as
NOT CONTAMINATED
Significant patches of standing water are visible.

WATER PATCHES
NOTE: Water patches will be reported when more than 25% of the
assessed area is covered by water more than 3mm deep.
Extensive patches of standing water are visible.
FLOODED
NOTE: Flooded will be reported when more than 50% of the assessed
areas is covered by water more than 3mm deep
For JAR-Ops performance purposes, runway reported as WATER PATCHES or FLOODED should be
considered as CONTAMINATED
Table source: AD 1-1-4 (2010)15. Runway Surface Condition Reporting & AIC 86/2007
4.7.2
Measurement of Water, Slush, Snow or Ice
When the runway is contaminated by water (i.e. more than 3mm) wet snow or slush, a braking
action report will not be available due to the limitations of existing friction measuring equipment.
A verbal runway condition report will be given in accordance with NOTAL 2010/09 (Winter
Operations 2010/2011). For specific details of the winter operations reporting, details are
contained within the Snow Plan.
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4.7.3
Section 4
Inclement Weather Runway Inspections
Runway surface inspections during rain, snow, sleet and ice conditions will be carried out by the
Airfield Operations Department. They may call the RFFS to assist for grip tester runs. Particular
care is emphasised following snow clearance operations.
The promulgation of friction surveys does not take place.
4.7.4
Equipment
Equipment available for assessment of runway state includes:

Grip tester operated by the Airport RFFS (30 minutes prior warning
required).
The Fire Station Manager is responsible for ensuring that the person carrying out the
inspection is competent for this task.
4.7.5
Reporting
Surface conditions and braking action are passed as essential aerodrome information to aircraft
in accordance with the Manual of Air Traffic Services. Snowtam are issued when the runway is
operational and snow, slush, or ice is present on the runway,
Form CA1272 is completed and the details transmitted via the AFTN to specified addressees.
The Snowtam is valid for 24 hours unless any significant change in conditions occurs when a
new Snowtam is issued. Braking action is reported on the Snowtam form and as an additional
six figure group to actual weather reports sent on Global OPMET.
4.7.6
References for Runway Condition Reporting
There is a number of industry documented guidance on the methods and details to be reported
for runway conditions. With the advent of several severe winters the adaptations to meet pilot
requirements has been developed and continues to progress. LLAOL operates to the surface
condition reporting for winter operations in accordance with the latest issued CAA Information
Notice on the subject.
4.8 Runway Surface Friction
4.8.1 Braking Assessment
The procedures contained in the Manual of Air Traffic Services are to be used to assess
braking action. The equipment used for the purpose consists of a single type for reasons of
consistency in reporting. There are two Findlay Irvine Grip-tester trailers, with a primary
trailer and second trailer forms a back up in case of maintenance or equipment failure. The
Grip tester is towed by an RFFS standard road vehicle.
LLAOLL undertakes regular reviews from the assessment data produced coupled with planned
maintenance activities driven by trend analysis ensure that surface friction characteristics are
consistently acceptable.
The Findlay Irvine data software based reporting provides the necessary information to assess a
quick view 100 m rolling average. A detailed examination is undertaken by the RFFS and
senior projects and civil engineering manager.
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4.8.2
Section 4
Findlay Irvine Grip Tester
On return to the Fire Station, the portable processor is connected to a printer and a paper
record is produced. The processor has the capacity to store up to 13 complete Grip tester
runs; a paper record is produced after each run.
The Fire Station Officer is responsible for ensuring that the paper record is stored and retained
for one year.
Pilots and aircraft operators are asked to provide information on the circumstances when
braking conditions are judged to be different from the information passed by ATC. Should any
pilot pass such information over the radio, brief details should be noted in the log.
4.8.3
Procedure
The grip tester produces three readings on each side of the runway which are then averaged to
produce a mean for each third of the runway.
Grip tester runs are to begin from the western end of the runway and proceed, usually on the
south side of the runway, approximately 3 metres from the runway centreline to the eastern end.
The return run is to be made on the opposite side of the runway, again approximately 3 meters
from the runway centreline. Whilst the run is in progress the portable micro processor in the cab
computes average braking coefficients for all variations of runway length, divided into thirds, and
runway width, each side of the centreline.
The friction survey result is communicated to ATC the average readings for each third of the
runway length, on either side of the runway. ATC record the braking action readings on a form
provided for that purpose and log details of the runway state assessment.
4.8.4 Frequency
Friction testing is undertaken for maintenance purposes and as a minimum the requirements of
CAP 683 is applied. The values of the friction surface shall be reported upon completion to the
General Manager Airfield Operations, Airport Manager, Fire Services Manager and Senior
Projects and Civil Engineer Manager.
LLAOL will undertake further surveys upon request for matters such as runway incident reports,
inclement weather and before & after maintenance.
Such surveys are intended to permit LLAOL to monitor and evaluate the impact of runway
use on friction surfaces. Testing is designed to demonstrate any irregularity, change or effect
after maintenance to the runway surface. i.e. standing water appearing indicating a change in
surface characteristics.
4.8.5
Maintenance of Grip Tester Equipment
The Findlay Irvine grip tester is maintained and calibrated by contractual arrangement with the
supplier in accordance with the manual supplied for that purpose by the manufacturers.
Note: Friction measuring devices shall not be used to measure braking action in slush or thin
deposits of wet snow, as instruments can seriously over-read under these circumstances. In this
case the code number 99 will be used in the MOTNE message to indicate that readings are
unreliable. The words 'not measured' will be inserted in item H when reporting by SNOWTAM.
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4.8.6
Section 4
Runway Resurfacing
LLAOL resurfaced the runway between March - June 2006 and the surface is grooved
marshal asphalt. The surface is monitored on request basis to assure friction characteristics
are maintained. One of the essential and principle requirements of a new or resurfaced
runway is to meet DOL (Design Objective Levels) of surface friction characteristics, as
defined.
4.8.7
Friction Survey Meetings
The aerodrome holds two friction survey meetings a year with attendees from airfield, civil
engineering and RFFS disciplines.
4.9
4.9.1
Responsibility
LLAOL Airport Manager is responsible for originating messages concerning the aerodrome
operational state, its published facilities and informing those affected locally.
NATS is delegated, and therefore responsible, for originating messages concerning Air Traffic
Services and Air Traffic Engineering and related published facilities.
NATS is responsible for distributing such messages via AFTN for NOTAMS, AIP updates or
other methods of communication as may be determined.
4.9.2
Promulgation
Information relating to any irregularity or unserviceability concerning the Aerodrome or its published
facilities is transmitted to AIS Heathrow by AFTN message. The message is processed and
distributed in NOTAM form by AIS Heathrow.
Unserviceabilities are logged in the ATC Watch Log and pilots are informed where
necessary by RTF or an appropriate addition to the ATIS transmission. Luton-based
operators, Terminal Control (TC) Super visor and adj acent air f ield s ar e inf or m ed of
r ele vant unserviceabilities.
All information distributed will be communicated in advance, where practicable, to LLAOL
Airport Manager.
4.10
Details of other aviation related activities within the Luton Control Zone are contained in the
Terminal Control Luton Manual of Air Traffic Services (MATS) Part 2.
There are no based flying schools and pilots must hold a full license to use the aerodrome.
4.10.1 Luton Control Zone and Control Area
Full details of the dimensions of the Luton CTR and CTA are detailed in MATS Parts 2 and the
AIP. This airspace is Class D and also contains a VFR North lane and South Lane. This is
utilised regularly for transiting aircraft. Full details are recorded in MATS Part 2
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Section 4
4.10.2 Dunstable Downs Gliding

London Gliding Club is at Dunstable Downs and there are specific communication procedures in
place with ATC and Terminal Control. These are documented in MATS Part 2.
4.10.3 Rush Green Aerodrome
This small aerodrome is situated beneath the RWY 26 approach / RWY 08 departure within the
Luton Control Zone. A small number of light aircraft and micro lights operate there. Details of
procedures are contained within MATS Part 2.
4.11
Recording of Aircraft Movements
4.11.1 Aircraft Movements

London Luton Airport is a Level 2 Schedules Facilitated airport and the responsible partner is
Airport Coordination Limited (ACL). Details of the airport capacity and procedures for aircraft
operations are available on the London Luton Airport website. Document 05 Procedures for
Prior Permission to Operate (PPO5) details contacts and protocols which are applied.
Aircraft movements are maintained on the airport operational database. The database is
updated in advance f rom time to time with pr ogr amm ed move m ents f r om t he
seasonal plan. As t hese programmed movements take place the details, with the details of
any additional movements, are added to the database.
Aircraft movements are recorded on:
Daily Movements Register (accessed as required from AMOSS)
Aircraft movement data is automatically archived within the database at midnight
UTC each day.
4.11.2 Flight Planning
Handling Agents and Airlines are responsible for providing the flight planning and flight
briefing facilities to flight crews. Such facility enables access to meteorological and
aeronautical information as required for the purpose of flight.
The payment of landing fees, is available by prior arrangement with LLAOL accounts (01582
395389). Non-payment or operating outside of payment agreements will lead to collection of
payment before an aircraft is permitted to depart. This mode of collection is in place on a 24hour basis.
PPR is required at LLAOL and details are published in the Terms & Conditions and the AIP.
Aircraft operators must allocate a ground handling agent prior to operation.
Use of a ground handling agent is mandatory.
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4.12
Section 4
Control of Works on Operational Areas
4.12.1 Introduction
LLAOL uses the guidance contained in civil aviation publications and other safety guidance for
the
control of airside works. The following CAP publications are utilised for the planning process of
works where appropriate, this list is not exhaustive.
CAP738 Safeguarding of Aerodromes
CAP 781 Runway Rehabilitation
CAP 791 Procedures for Changes to Aerodrome Infrastructure
All airside works must be coordinated through the aerodrome authority whether minor or major
works. A number of processes must be completed which include insurance and the supply of
methods statements and scope of works before a work permit can be issued.
Considerations which have to be made prior to works may include; safeguarding, communication
to other airport users and permission from the civil aviation authority.
4.12.2 Process
All requests for airside works must be made through the LLAOL Technical Services department
to ensure all necessary regulations and legal obligations are met. This applies equally to minor
and major works and the process is intended to protect all airside users, including the project
incumbents.
4.12.3 Operational Areas
The term Operational Areas is not determined by definition in manuals and therefore it should
be assumed to consist of the following:
(i)
Movement Area (pavements, grass areas, AGL etc)
(ii)
All airside areas
(iii)
Baggage inbound carousels
(iv)
LLAOL occupied buildings where works will impact airside
(v)
Leased buildings where works will impact airside
(vi)
NATS Air Traffic Control (buildings, equipment and

communications)
(vii)
Navigation equipment within the airport boundary
4.12.4 Communication
The intention to commence works will be discussed with stakeholders and effected parties. The
core elements of such works will be communicated to business partners appropriately. This is
normally undertaken by way of Airside Service Delivery Bulletins and typically involves
communication through meetings with airside users.
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Section 4
Where works involves a change of layout or detailed phasing, Airfield Operations will send out
an Airside Service Delivery Bulletin accompanied by the necessary drawings.
The LLAOL management and operations teams will plan and coordinate the implementation of
work in progress. Both management and the operations staff will oversee such works to ensure
safety measures are being adhered.
4.12.5 Responsibility and Work Sponsors
All work is sponsored by an individual department of LLAOL or by an assigned LLAOL
Project Manager. The person in that department responsible for the work is the Sponsor.
The Sponsor is responsible to ensure that all works are coordinated and communicated to
the General Manager Airfield Operations. The Sponsor shall ensure all measures of safety
are met.
The Airfield Operations Duty Officer is responsible for briefing t he contractor on access
routes, where vehicles should be parked (and, if appropriate, where they must not be
parked) and if airside, the requirements of the Aviation and Maritime Security Act. This
can be undertaken in conjunction with the Safety Briefing.
The Sponsor and the Operations Duty Officer is also responsible for periodically
monitoring and assuring that the standards are being complied with.
4.12.6 LLAOL Approval
All works on the Movement Area and Operational Areas is to be approved by the General
Manager Airfield Operations.
All works shall to be notified to the Airport Manager
No works is permitted to commence on a day-to-day basis without the permission of the
Operations Duty Officer. This applies for each period of works day and night.
4.12.7 Work Details
Full details of the work are to be completed by the Sponsor. The work description
is to include the scope of works, method statements and safety policy. It shall include through
this provision of information the number of persons and vehicles involved. Other factors
should include whether any 'high risk works' are involved (hot works/confined space etc), this
must be indicated.
4.12.8 Airside Safety Briefing
A full safety briefing is to be given by the Sponsor.
An Airside Safety Briefing will be given by the Airside Operations department. In all cases
a safety briefing will occur before works is permitted to commence.
The contractor is to be left in no doubt how to summon help in the event of an accident or
emergency.
4.12.9 Vehicles and Equipment within the CGA
No vehicles or equipment shall be permitted within the Cleared and Graded Area (CGA)
when a runway is in use for landing or take-off. Any vehicle engaged in routine maintenance on
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Section 4
an 'On/Off' basis, shall withdraw to the limits of the CGA as described whilst an aircraft is
either landing or taking off. At the discretion of Operations and with the agreement of ATC,
personnel with hand held tools and equipment may be allowed to work within the CGA during
aircraft movements. RTF communications must be available and ATC will inform the works
party of all aircraft movements if they are working in close proximity to the runway. ATC will
also inform pilots of such works.
4.12.10 Inspections by Aerodrome Authority
Works of a major nature which, for example, involve the runway or the diversion of a taxiway will
normally be inspected by the General Manager Airfield Operations.
After the completion of any project, or at the end of each phase of a larger project involving
changes to the delineation of a works site, the contractor undertaking the works must report to
the Airport Manager.
Works will always be inspected by the Operations Duty Officer before work begins to ensure
that the works area is properly marked out, temporary taxiway guide lines are in the correct
position and that the area is safe for both the working party and for aircraft moving in the vicinity.
No site marking is to be removed until the Operations Duty Officer has agreed that the area is
safe for return to use as an operational area.
The Sponsor undertaking the works must contact LLAOL Technical Services Supervisor at
the end of a project to ensure that the works have been completed to a satisfactory
engineering standard and that the site is now safe for use by aircraft, vehicles and personnel.
4.12.11 General Instruction for the Requirements of a Work Permit
A Work Permit is required for all works at London Luton Airport whether the work is airside,
landside or within an LLAOL building.
4.12.12 Urgent or Unplanned Works
Urgent work or unplanned work and certain specified work needs collaboration between the
aerodrome authority and air traffic service provider. Therefore LLAOL operates in conjunction
with NATS a short notice emergency works procedure.
This process assists with management of safe procedures and practices which still need to be
addressed. The procedure involves a checklist of assurances and is agreed and signed off by
NATS and LLAOL Airport Manager.
4.12.13 Day-to-Day Completion of Works
After each days work and final completion of works, the sponsor shall ensure the contractor
has adhered to the requirements to leave the site safe. This means that all work materials shall
be removed by the contractor and the work undertaken is fit for purpose and safe to use. No
works can be deemed complete until inspection and approval by the Operations Duty Officer
(or nominated deputy).
4.12.14 End of Works and Project Completion Debrief
GMAO will receive a debrief of projects works status to assure the integrity of the aerodrome
prior to the specific areas being put back into operational use.
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4.12.15 Works during Low Visibility Conditions

Some types of work may not be permitted during periods of reduced visibility. The decision
whether or not to permit work to take place will be made by Air Traffic Control who will
generally apply the following limits, expressed in terms of Instrumented Runway Visual Range
(IRVR).
At the commencement of IRVR readings no works will be permitted to continue or commence
within the Runway Strip.
When Low Visibility Procedures are in force, normally when the IRVR is 800 metres or less
and/or the cloud ceiling is 200 feet or less, ATC will ensure that all work on the movement
area ceases and all personnel leave the area, unless special arrangements have been
made between Air Traffic Control and LLAOL Management. . All areas of work in progress
must be marked and lit at night or in LVP B. At the discretion of the Airport Manager and
with consultation with the ATC, maintenance of aprons and taxiways may continue until
such time as the visibility decreases to 600 metres.
At an RVR of less than 600 metres only Air Traffic Engineering, Technical Services and
other escorted contractors carrying out work essential to the continued safe operation of the
manoeuvring area may commence work or remain on site.
During Low Visibility Procedures no vehicle, or personnel, will be permitted to enter the
Localiser Sensitive Areas (LSA) without the specific approval of ATC.
In certain conditions where the cloud base is low the visibility may be such as to allow some
engineering works to continue providing such works do not infringe the ILS critical area for the
glidepath and localiser aerials during CAT I operations, for the runway in use. Should any
engineering works be required within the Critical Areas during the above conditions prior
consultation must be made with Air Traffic Engineering and ATC.
4.12.16 Work Supervision
Whenever work is taking place on the Movement Area and where a look out is specified as
necessary by Operations Duty Officer, the following will apply:
Look-outs will be required to the number specified. All members of the working party must be
able to identify the look-outs and the following paragraphs apply;
Look-outs are responsible for ensuring that the working party is warned of the
approach of an aircraft in sufficient time to enable all personnel and equipment
to be withdrawn to a safe distance as specified.
They must also ensure that members of the working party do not stray outside the
works area.
The safety of personnel and other airside users during the works.
Ensuring that the working party area is kept marked.
Replacing markers that become dislodged.
Ensuring all personnel wear hi-visibility clothing
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4.12.17 Marking of a Works Site by Day

The Sponsor is responsible for ensuring that the department or contractor undertaking the work
marks the works site. Marking equipment, e.g. cones, barriers, line markings etc., must be of the
approved pattern and is available in sufficient quantities. This shall be determined in the
planning stages.
The limits of each site must be marked either with cones interconnected with flutter tape or with
Lin-pet barriers firmly fixed to the ground at a spacing of no more than 3m or other equipment of
a similar high visibility nature which is accepted by the Technical Services Department.
Where specified, and generally for the projects of greater duration, a Contractor's fence must be
erected as specified in the contract drawings.
All holes, unconsolidated ground, e.g. trenches, are to be marked even though they may be
inside an approved working area.
This will be supervised by the airfield Operations Duty Officer prior to works being permitted on
each working day/night. A site will be inspected to check that it is marked out correctly and to a
sufficiently high and acceptable standard.
4.12.18 Lighting of a Work Site
The Sponsor is to ensure during the planning stages that lighting is provided.
LLAOL shall determine if works shall be lit. When so determined the following standards are a
minimum requirement.
Works will be lit by Night and Low Visibility Conditions. During the hours of darkness, i.e. 30
minutes after sunset until 30 minutes before sunrise or in conditions of low visibility, all working
areas must be lit. They are to be lit by obstruction lights at a maximum spacing of 3m. The
obstruction lights are to be of a pattern approved.
Whenever possible temporary stop bars are to be installed or permanent stop bars lit to ensure a
particular area in which work is taking place is properly isolated. This does not obviate the need
to a look-out if specified and if work is taking place.
LLAOL Operations personnel will inspect sites each night to ensure they are lit to the correct
standard.
4.12.19 Use of Cranes
There is a specific safety assessment process which must be undertaken whenever crane
operations near the aerodrome are required.
Companies and Contractors who need to operate CRANES and LIFTING EQUIPMENT within 6
kilometres of the airport boundary (including the aerodrome itself) and at heights of more than 10
metres above ground level (AGL) or that of surrounding structures or trees, if higher, must
receive prior permission from the Airfield Environment Office on 01582 395528 / 395529
Legislation controlling the use of cranes and lifting equipment in the vicinity of aerodromes can
be found in:
The Air Navigation Order
CAP 168 Licensing of Aerodromes
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Operators of cranes and lifting equipment must refer to British Standard Institute Code of
Practice for the safe use of cranes, BS 7121: Part I Crane Control in the Vicinity of
Aerodromes.
Requirements & Procedures
The developer or crane operator must make contact with the Airfield Environment Office at least
28 days in advance of the dates the crane or other tall lifting equipment is required to ascertain if
there are any limitations and regulatory procedures that must be agreed before the work
commences.
In certain circumstances it may be necessary to consult with the Civil Aviation Authority (CAA)
and National Air Traffic Services (NATS). NATS consultation may be required to ascertain if
operation of the crane or any other equipment may interfere with navigational aid signals.
The Contractors or Developers will be responsible for payment of charges associated with any
assessment NATS may have to make.
At least 7 days prior to delivery at the location of the crane or other lifting equipment, the crane
operator must provide the Airfield Environment office with precise details of the crane so that
relevant safety notifications can be issued and a Crane Permit can be issued.
The Crane Permit will set out the criteria for operations and a copy must remain with the crane
operator for the duration of operations. The permit must be produced if requested by a London
Luton Airport official.
4.12.20 Agricultural Works
Since 2009 LLAOL has undertaken the majority of agricultural work in-house using
experiences airside operations department personnel. This involves grass cutting, tree
lopping, ground re-instatement and most other critical habitat management tasks. The use
of contractors is absolutely minimal.
Airfield operations staff can operate on own lookout and only undertake such activities when
they have completed the necessary competency assessment for the task. Handheld radios
are carried to maintain communication with ATC and listening watch for situational awareness.
Vehicles used for grass cutting are all equipped with radio sets to maintain communication with
ATC and listening watch for situational awareness.
If the radio fails, personnel and equipment must withdraw from Movement Area by the
shortest route away from the live runway and report the equipment failure to ATC by telephone or
other means.
Equipment must not be left unattended on the Movement Area and should be removed when
work is finished for the day unless otherwise specified.
Personnel MUST wear hi-visibility clothing when in the Movement Area at all times.
Vehicles should NEVER enter the ILS Restricted Areas without the permission of ATC.
All possible steps shall be taken to avoid the contamination of the manoeuvring areas by
grass cuttings, etc. If contamination occurs, the grass cutting personnel are immediately to
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inform ATC, who will ensure that sweeping commences without delay.
4.12.21 Contractor
A local contractor is used for fertiliser spreading, weed spraying and operates with permission of
the airside operations department only. It is the responsibility of the Airfield Operations to
ensure that staff are competent to operate the radio and understand airfield restrictions.
Runways and taxiways must NEVER be crossed by a contractor unless under escort by airport
personnel. Crossing the runway must be avoided unless absolutely essential for the task. The
airfield is well served with a perimeter track and other access roads.
4.12.22 Fire Precautions on Working Sites (Hot Works)
Sponsors in charge of works must advise the Rescue & Fire Fighting Service (RFFS) of
intended works. The Fire Station Manager must be notified at least one day in advance
whenever it is necessary to carry out hot work on, or adjacent to aircraft stands and the
manoeuvring area. Hot work includes welding and the use of bitumen heaters.
When bitumen heaters are involved, the following precautions will be taken at all
times:
The bitumen boiler and LPG cylinders are to be properly and safely positioned to
meet the requirements of the Rescue and Fire Fighting Service.
Connections between the boiler and the cylinders are to be correctly made with
all necessary clips and fastenings.
Adequate fire extinguishers are to be made available and the Contractors and
other site staff instructed in their use.
The boiler, when lit, is not to be left unattended at any time.
The sponsors in charge need to ensure that Contractor's site staff are not only aware of, and
comply with, these requirements but are also informed of the means by which the RFFS may
be called in the event of an emergency.
The above precautions will be checked each time a bitumen boiler installation is moved
from an approved location.
4.13 Aerodrome Access and Control of Vehicles
4.13.1 Aerodrome Access - Airside Areas
The control of access to the aerodrome is managed by the aerodrome authority either
through the provision of security services or audit of third parties with access control
privileges. Such controls ensure that only persons with good reason to gain access to the
aerodrome are able to do so.
This is achieved through implementation of standards
through training and auditing in accordance with DfT regulations. Further, both safety and
security assurance is required of each airside user and therefore subject to further checks
and audits without notice.
Access to the aerodrome currently involves one primary access point for commercial aircraft
operators and three Fixed Base Operators (FBOs) general aviation handling companies with
self sufficient security access.
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4.13.2 Primary Access - Security Gate 5

Control of access is managed by a security pass system for employees, and a permit for
authorised access onto the apron through either a security gatehouse or one of the staff
channels in the terminal building or by way of a designated hangar or building under the
control of the tenants concerned. A driver training scheme is undertaken by those required
to drive airside.
4.13.3 Control of Vehicles
All drivers of vehicles entering the movement area are required to have an Airside Driving Permit
appropriate to the area. This will have been issued by London Luton Airport and all training is
undertaken in house by the RFFS instructors.
Vehicles operating in any of the aircraft manoeuvring areas must be fitted with radio
equipment on the Air Traffic Control UHF ground radio frequency. Vehicles must conform to the
standards and requirements in accordance with the Operations Safety Instructions.
Visiting vehicles must be escorted by an airside driving permit holder and standards and
requirements are clearly outlined in the Operations Safety Instructions. .
Vehicles are subject to ATC ground control clearance before proceeding beyond the
authorised airside service roads. A specific Manoeuvring Area Driving Permit is
required for access to the taxiway network and runway. Access to internal navigation aids
and airfield lighting is gained by a single perimeter track which encircles the airfield inside the
perimeter fence.
4.13.4 Auditing
A number of planned and ad-hoc audit activities take place in relation to aerodrome access and
control of vehicles. These include perimeter fence checks and audits by LLAOL security and DfT
of all access control points.
Driving standards are audited and managed through a penalty points system applied to the
airside driving permit.
4.13.5 Emergency Access Gates
Gate 1 via long term self park car park into Airport Way
Gate 2 via the Barratt Industrial Park into Airport Way
Gate 3 Western airport boundary.
Gate 4 Someries Farm
Gate 5 Dane Street Gate
Gate 6 Winch Hill Wood,
Gate 7 via the Fire Training Ground
Emergency gates are located at 7 points around the perimeter fence. These gates are kept
locked and would be used to enable entrance and egress to emergency services following
an Aircraft Accident.
The airfield perimeter fence comprises standard chain link or steel palisade fences and is
adequate to deny casual trespass. There are no public rights of way across the airfield. Any
unauthorised access would be dealt with as an offence under the Airport Bye-laws or under
the relevant Air Navigation Orders or, if an offence occurred in the Critical Part
(formerly restricted zone), under the Aviation and Maritime Security Act.
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4.13.6
Section 4
Free Ranging (Runway Permit)
LLAOL plans to adopt the new standards within CAP 790 Airside Driving during 2011 and
2012. This will involve the introduction of a competency based assessment on an annual
basis for drivers of Free Range entitlement (or F Permit). Alongside this there will be a
name change to Runway Permit or R Permit.
The following users shall retain the right to Free Range, until they have successfully
completed the new competency assessment. Such assessments shall be undertaken, after
introduction, or the entitlement shall revert to MADP.
Operations Director
GMAO
Airport Manager
Operations Duty Officer
Free ranging is a privilege of the airside driving scheme and allocated only to those staff that
have a requirement to Free Range.
The following may make application for a Free Range entitlement, stating the reasons and
intended frequency of use for each individual. Application must be made to the GMAO in writing
and represented by the manager of the department/company so requesting.
RFFS
Operations Assistants
TSD Electrical Services
Air Traffic Engineering
Fundamental requirements to free range are competent RTF knowledge and application
of procedures and protocols and excellent topographical knowledge.
Free range is not normally available to third party organisations that do not represent the airport
operator or air traffic services provider. Free range entitlement may be withdrawn if competency
is not maintained.
4.14
Apron Control
4.14.1 Stand Allocation

Apron and stand planning is undertaken by the aerodrome authority. A stand planning software
tool (Chroma) collaborates with the flight database (AMOSS) to maintain progress and
consistency of the apron control management processes.
Electronic Flight Progress Strips (EFPS) is also in place with the air traffic services provider, this
is also utilised in the Airport Operations Control Centre (AOCC). A radar feed is also available
for planning purposes. AOCC handle the input and output of data and can make changes
according to the requirements of the business.
The allocation of stands is achieved by the aerodrome authority through the AOCC. It is
mandatory for all operators to have a nominated ground handling agent prior to filing a flight plan
for the airport.
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The task of stand allocation is undertaken with the assistance of the AMOSS database and
Chroma software tool and in line with local arrangements with aircraft operators.
4.14.2 Commercial Operations
All stands for commercial aircraft operations are marked with a T bar and stands numbers
adjacent with stop arrows. These are preceded by lead on lines with designators or lead on
arrows. A marshaller is available upon request 24 hours. Aircraft all park nose in and are
pushed back onto the taxiways for departure.
Commercial stands are not owned or leased by aircraft operators to enable full flexibility and
utilisation.
4.14.3 Cargo Operations
There are two dedicated stands provided for cargo operations at the northern side of the airport.
When not is use these may be utilised by general aviation operations.
4.14.4 General Aviation
There are three dedicated operations which cater specifically for the general aviation activities in
the business jet sector. These are leased and managed by the Fixed Based Operators (FBOs)
and audited by the aerodrome authority. These aprons and stands have their own marshalling
vehicles and teams of marshallers for aircraft. The operators self manoeuvre under the
guidance of marshallers.
4.14.5 Marshalling and VDGS
Aircraft parking control is undertaken by three methods;

Self parking
VDGS
Marshaller assistance
The aerodrome authority retains the ability to marshall aircraft when assistance is needed and
around work-in-progress and for other requirements. On commercial and cargo stands currently
marshalling aircraft onto stand is not mandatory, but this will change in 2011 and before the
deadline requirements in 2012. All aircraft are currently marshalled on general aviation aprons.
4.15
Aviation Fuel
4.15.1 Policy for Fuelling

LLAOL determines that all fuel operations shall adhere to the appropriate safe operating
procedures for the aircraft type. Fuel operations shall comply with the requirements of the Air
Navigation Order and existing U.K. and European safety legislation.
Guidance should be sought by each of the operational disciplines as follows;
Aircraft Operators
Ground Handling Personnel
Aviation Fuelling Companies
Aerodrome Operators
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4.15.2 Fuelling/Defuelling with Passengers on Board or Embarking / Disembarking

Although not necessarily typical, it is an acceptable practice for passenger aircraft to be refuelled
whilst passengers are onboard or during embarkation/disembarkation operations. It is the
responsibility of the airport operating company to permit such fuelling operations to be carried
out under these circumstances. Where this is permitted however, it is the responsibility of the
airline operator to ensure that any safety provisos stipulated by the airport operator are adhered
to and for ensuring that the airlines own safety operational procedures are followed.
Normally, passengers should always be disembarked prior to the commencement of aircraft
fuelling. 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 onboard during fuelling operations. Airlines are required to develop their own safety
procedures in such circumstances, to manage the risks associated.
4.15.3 Availability
There are two main oil company suppliers at the aerodrome, these are Esso (ExxonMobil) and
Shell. Fuel is available H24 and specific details are available in the AIP. The aerodrome
authority does not undertake fuel handling and operators make arrangements individually with
fuel suppliers.
Fixed Base Operators (FBOs) have arrangements to store and handle small quantities of fuel
for the respective general aviation activities.
4.15.4 Storage
The two main oil companies have a combined storage capacity of approximately 7.3 million litres
which is stored according to industry standards. The fuel storage depots are located at landside
locations.
4.15.5 Handling
All commercial and cargo operators use the two main Jet A1 suppliers. Each of the FBOs
delivers fuel to their individual operations with fuel sourced via one of the two main oil
companies. All aircraft fuel handling is undertaken via road tankers and there are no fuel
hydrants within the aprons.
4.15.6 Quality Control
The aerodrome authority utilises an independent fuel specialist to undertake audits in order to
ensure that quality control measures are adhered. These audits are grouped to ensure each
aspect of fuel usage is audited as follows;
Complex - This applies to ExxonMobil and Shell who bring fuel to the airport by road, store it
in segregated vessels, dispense to purpose built refuelling vehicles through appropriate
filtration systems and then supply a comprehensive airport wide refuelling service to
customers aircraft and storage.
Intermediate - These are aircraft operators that hold fuel in bulk on the airport essentially to
give them independent supply and handling capability. Since they have storage capacity they
can perform their own load adjustments and defuels. These operations are subsidiary
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Section 4
activities to the primary function of operating aircraft.

category.
Typically FBOs comprise this
Simple - Service and maintenance operations that have basic equipment to perform defuels
and store product for short periods of time before returning it, or having it returned to the
same aircraft or others under their control. Refuelling/Defuelling service is provided by
ExxonMobil and/or Shell. Typically airlines engineering departments and dedicated
engineering facilities comprise this category.
4.16
Accidents, Incidents & Mandatory Occurrence Reporting
All reports and copies of all relevant signals must be passed to the Airport Manager as soon
as possible after the incident or accident. Any requests for information, whether from
members of the public, news media, or any other source must be referred to senior
management.
4.16.1 A Reportable Accident
A Reportable Accident is an occurrence associated with the operation of an aircraft which
takes place between the time when any person boards the aircraft with the intention of flight
and such time as all persons have disembarked there from, in which:
(i)
any person suffers death or serious injury while in or upon the

aircraft or by direct contact with any part of the aircraft (including any part which
has become detached from the aircraft);
or
(ii)
the aircraft receives substantial damage.
Further guidance on the definition of a Reportable Accident and the circumstances which
constitute a Serious Injury to persons, or Substantial Damage to an aircraft, is contained in CAP
393 Air Navigation Order and Regulations.
The reporting procedure for a Reportable Accident is detailed in the Manual of Air Traffic
Services Parts 1 and 2 and CAP 393 Air Navigation Order and Regulations.
4.16.2 Mandatory Occurrence Reports (MOR)
The Air Navigation Order, Section 1, Part 30 indicates the requirement for MORs and the
standard applied is determined in Civil Aviation Publication CAP 382. The standards are
reflected in accordance with Article 226 of the Air Navigation Order.
(i)
London Luton Airport shall be notified of all occurrences of MORs.
(ii)
The Airport Manager shall be notified in the first instance 01582 395451
4.16.3 Responsibility for Reporting

The Air Navigation Order places the responsibility for reporting MORs on individuals. The ANO
also details categories of person required to report and these may be all of the following;
Pilots, operators, manufacturers, maintenance, engineers, ATC, aerodrome operator, air traffic
engineer or person undertaking ground handling functions (including, fuelling, de-icing, loading,
towing etc)
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The CAP382 also list specific responsibilities for air traffic controllers, air traffic engineers
and aircraft commanders.
4.16.4 Reporting
Reporting of Accidents, Incidents & Mandatory Occurrence Report may be determined by
individual company procedures. There will also be requirements to file a specific report in
accordance with the type of incident.
The process of reporting is detailed with sample Occurrence Report forms in CAP 382;
Occurrence report form SRG 1601
ATC Occurrence report form SRG 1602
Engineering Occurrence report form SRG 1603
4.16.5 Reporting Procedures involving Damage to Aircraft
It is essential that any damage caused to an aircraft by ground equipment, or any vehicle no
matter how slight, or how caused, must be reported immediately. Failure to report an incident
may endanger the aircraft and passengers, by causing a risk to aircraft safety.
Individual organisations may invoke their own reporting procedures, however, the following shall
apply;
The following action must be taken immediately by any person involved, or who is a witness, to
an accident where damage to an aircraft is seen, or may have occurred.
(i)
(ii)
Inform the Airport Operations Control Centre on external extension 395525.

Notify your manager, or supervisor.
Full details of accident reporting are contained within the Operations Safety Instructions.
4.17
Disabled Aircraft
The removal of disabled aircraft resulting from an aircraft accident is the responsibility of the
aircraft owner or operator. No attempt shall be made to move an aircraft until a Director of
LLAOL has been advised.
4.17.1 Permission
No aircraft shall be moved or attempted to be removed by any persons without the express
authority of a Director of LLAOL. The Managing Director or deputy shall be informed of all such
occurrences.
Further, no aircraft shall be removed until the Airport Manager has obtained written permission
and authority from the aircraft owner, operator or legal party on their behalf.
4.17.2 Reportable Accidents
In the case of a reportable aircraft accident the permission of the Air Accident Investigation
Branch (AAIB) is required before removal action can be commenced. Under normal
circumstances, AAIB may be contacted at any time without undue delay, but in the case of
communication difficulties the aerodrome authority may take action in accordance with Rule 7
(1) (i) of the Civil Aviation (Investigation of Accidents) Regulations 1989 which states, inter alia,
that aircraft may be removed so far as may be necessary for the purpose of preventing any
danger or obstruction to the public or to air navigation.
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4.17.3 Temporary Disabled Aircraft

In the event of a temporary disabled (e.g. burst tyre) aircraft obstructing the runway or
interfering with an approach aid ATC is to liase with the Airport Manager and the aircraft's
operator or owner to formulate a plan of action to remove the aircraft as quickly as possible.
The method of removal must be affected with the least possible risk of damage to the
aerodrome facilities and surface.
4.17.4 Salvage Equipment
London Luton Airport Operations Ltd. has limited salvage equipment and, in the event of a
major incident LLAOL may become involved in a limited way by assisting the aircraft operator or
owner in contracting the removal of the disabled aircraft to an airline with the appropriate
engineering knowledge and/or salvage equipment. Details of the principal sources of salvage
equipment are detailed in this section.
It is highly recommended that airlines and aircraft operators have arrangements in place for
aircraft recovery through agencies and operators enabled to carry out this function.
The Aircraft Recovery Document is available for reference and held by the RFFS. This
document contains information on additional sources of equipment which may be used during
aircraft recovery and contains details on the policy of each responding operator on their capability,
or arrangements for dealing with a disabled aircraft.
Twelve Aircraft Recovery Equipment "Kits" are maintained, at twelve locations around the world
and members of IATP have access to this heavy salvage equipment. The nearest kits to Luton
are located at London Heathrow and Paris Orly airports.
British Airways at Heathrow, Duty Control, BA Maintenance Control Engineering, can be
contacted on a 24 hour emergency basis:
Tel:
020 8513 0880
Fax: 020 8513 1228 SITA: LHRKEBA
In normal working hours any technical queries about, and access to, recovery equipment
should be made to BA Logistics Support Co-ordinator:
This is the Fleet Support Unit and the Aircraft Recovery team Leader
Tel:
020 8562 4439
Fax: 020 8562 0832
SITA: LHRMKBA or QUKTDBA
In the event of difficulty in contacting any of the above numbers assistance may be given
by BA Engineering Recovery Manager:
Tel:
020 8562 6760
Fax: 020 8562 4439
or alternatively the Duty Engineering Manager, BA Maintenance Control:
Tel:
020 8513 0860.
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4.17.5
Section 4
Light Salvage Equipment at London Luton Airport - Airlines
This equipment is situated in the Thomson /TUI line maintenance hangar. An assortment of
jacks and cranes (including a 45 US tons capacity jack) are available from Thomson Line
Maintenance. This equipment can be obtained by contacting Thomson on Luton (01582)
648033/648163.
Luton Airport and Operators Duty Personnel
LONDON LUTON AIRPORT RFFS Tel: 01582 395264
GM ATC
Tel: 01582 395230
Thomson
H24 Maintenance Control
Monarch Airlines
H24 Maintenance Control
H24 Line Maintenance
Luton Tel: 01582 648033

Luton Tel: 01582 648163
Luton Tel: 01582 398702

Luton Tel: 01582 398700
JK Recovery Ltd
A fleet of 20 fully equipped rescue and recovery vehicles is in use and with 24 hour availability.
Fully trained staff and drivers operate and offer rapid response times. There is heavy lifting and
recovery capability and the use of HIAB crane facilities.
VEHICLE TYPE
CAPABILITIES
NUMBER IN FLEET
Heavy recovery
Up to 65 tons
5 vehicles
Medium recovery
3.5 7.5 tons
5 vehicles
Light recovery
Light vehicles
6 vehicles
Specialist HIAB
2 vehicles
Service Vans
9 vehicles
Vehicles with Spec frames
13 vehicles
Four of the heavy recovery vehicles are fitted with overboom lifting equipment capable of straight
vertical lifts of up to 10 tons. One of the vehicles is air cushioned equipped and HIAB equipped
vehicles have damage free lifting cables.
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4.18
Section 4
Aerodrome Snow Plan
The aerodrome Snow Plan is an integral part of the Aerodrome Manual. It is reviewed and
updated annually in preparation for issue of the forthcoming winter.
The plan follows best industry practice and guidance in accordance with the national snow plan.
Airside users are involved in the formulation of the document for local requirements.
The completed strategic Snow Plan is issued to all airside users on completion. The document is
available separately from the Aerodrome Manual in hard or soft copy.
Winter operations and the inclement weather associated with this period are treated as
emergencies. The planning, coordination and deployment of resources is delivered through the
use of people, procedures, technology and communication, all of which are extended until the
safety of the aerodrome is assured.
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4.19
Section 4
Bird Hazard Control Plan
4.19.1 Bird Control Facilities and Methods

Staff employed on bird control duties operates to standards and guidelines as defined in
CAP 772. These are defined in the aerodrome wildlife hazard control plan. The plan outlines
the policy, organisation, activities and responsibilities concerning wildlife and habitat control.
The object of bird deterrent measures is to prevent, insofar as is possible, birds from
feeding, nesting or loafing on and in the immediate vicinity of the airfield.
Courses in bird deterrent measures are arranged from time to time as the need becomes
apparent to maintain staff competency and knowledge.
4.19.2 Reporting
The Air Navigation Order, Article 227 Mandatory Reporting of Birdstrike outlines the
reporting requirements for an aircraft commander. It is a formal requirement for aircrew to
formally report birdstrike occurrences as soon as they have occurred to either the
Aerodrome Authority via ATC or via their Safety representative.
Details can be forwarded to LLAOL Operations by the following methods:
Verbally via ATC
By e-mail to birdcontrol@ltn.aero
By fax on 01582 395121 (Airport Operations Control Centre)
Crew arriving at London Luton Airport can also request the attendance of Airfield Operations
who will log details of the bird strike for reporting action to the CAA.
It remains that aerodrome authority personnel shall also report occurrences of a birdstrike
and this is a mandatory requirement.
4.19.3 Bird Identification
All employees involved in the control of wildlife and habitat have received training in a
number of related disciplines to enable them to carry out these tasks. One important
element for birdstrike is the identification of birds. Where it is not possible to immediately
identify remains they will, where feasible, be sent to the offices of FERA where methods to
identify DNA can be made.
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4.20
Section 4
4.20.1 Introduction
The aerodrome will take all reasonable steps to ensure that the aerodrome and airspace are
safe to use at all times by aircraft. This process is known as safeguarding and is supported
through U.K. legislation and processes of consultation.
Safeguarding of the aerodrome is a process of consultation between a Local Planning
Authority (LPA) and consultees, which is made obligatory by Statutory Direction.
There are a number of published documents and advice leaflets which offer guidance to
those responsible for the safe operation of an aerodrome or a technical site, to help them
assess what impact a proposed development or construction might have on that operation.
The information required to enable them to make this assessment is detailed in CAP 168,
Licensing of Aerodromes, which reflects the Standards and Recommended Practices of
Annex 14 Volume I, Aerodrome Design and Operations, to the Convention on International
Civil Aviation (Chicago 1944), to which the UK is a signatory.
Figure8: Obstacle limitation Surfaces
The Obstacle Limitation Surfaces (OLS) indicates blocks of protected airspace around the
aerodrome. The OLS surround the aerodrome with the surfaces aligned with approach and
take-off providing greater protection.
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Section 4
4.20.2 Safeguarding Accountability

The Planning & Development Department is responsible for the procedures and processes
associated with aerodrome safeguarding. The person responsible in this regard is the
General Manager Planning and Development.
4.20.3 Objections to Planning Authorities
A process of alerting planning authorities of objections to proposal sis made through the
environment officer within the planning and development department. Records are kept of
all such objections and correspondence.
4.20.4 Air Traffic Control
It is necessary to consult ATC on matters which may impact radio, radar and navigation
equipment and performance. This also includes line of sight for the visual control room.
4.20.5 Habitat and Wildlife
The airfield operations department undertakes on aerodrome bird control activities and
monitoring the 13km zone. Those duties within the off aerodrome 13km zone include
collating information and data. Such procedures are included in the department Bird Control
Management Plan. The interests of planning within the 13km zone regarding planning
proposals are detailed by the environment officer.
Concerns will include development matters such as water features, landfill sites, nature
reserves, gravel extraction and landscaping. Such issues may alter the flight patterns of
birds which are attracted by such features. The bird flight pattern may be altered and
include a route across a flight path, increasing the risk of bird strikes.
Where a proposed development within the 13km zone is made, it will be assessed to ensure
the developer has considered the bird risk to the aerodrome. It remains that a bird risk will
result in the aerodrome requesting the production of a bird hazard management plan.
4.20.6 Instrument Approach Procedures
Aircraft are reliant upon navigation instrumentation operating accurately to maintain the
safety of the aircraft. Air Traffic Control (ATC) is equally reliant on radar and navigational
aids, including radio, to maintain safe separation and control of aircraft. The integrity of such
instrumentation is critical to maintaining flight safety and interference or distortion of any
equipment.
The safeguarding process will assess any proposals for permanent or temporary sites which
may impact flight safety.
4.20.7 Promulgation
The notification and promulgation of safeguarding matters of a permanent nature will be
published in the UK AIP. Such obstacles may be lit. All matters concerning temporary
safeguarding will be published through issue of a NOTAM.
NOTAM & AIP procedures are detailed in Section 4 of this manual.
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4.21
Section 4
A runway incursion is defined as;

Any occurrence at an aerodrome involving the incorrect presence of an aircraft,
vehicle or person on the protected areas of a surface designated for the landing and
take-off of an aircraft
Several fatal aviation accidents have occurred around the world due to runway incursion.
LLAOLs focus to prevent runway incursions is delivered through a number of work streams
and initiatives which are listed under the following headings;
4.21.1 Local Runway Safety Team (LRST)
LLAOL holds a twice yearly LRST which is a committee formed with members from a group
of airside users. These include LLAOL departments who use the runway. The members
also include airlines, air traffic control, ground handling agents, fixed based operators and
airside services providers. The committee discuss and form the actions and policies
concerning the protection against runway incursion and raising awareness which is achieved
through information sharing, learning and application of practicable solutions.
4.21.2 Liaison with NATS
LLAOL and NATS have a productive liaison and working relationship conducive to the
overall safety of the aerodrome and particularly use of the runway.
4.21.3 Signs, Signals and Markings
In September and October 2010 improvements were made with the introduction new surface
markings.
These include RUNWAY AHEAD markings and runway designators with
enhanced taxiway centreline markings as determined in CAP 168. All CAT I and CAT III
Taxiway Holds are served by hold signage, runway guard lights and LLAOL operates H24
stop bars.
4.21.4 Safety Campaigns
Safety campaigns may be in place concerning runway incursion awareness or assessment
of standards for runway and airfield users. These typically include poster campaigns,
assessment of RTF, driving course instruction, assessment of driving standards and
knowledge of runway incursions. Such campaigns are discussed at the LRST to assess
how effective they may be prior to being put into place.
4.21.5 Airside Driving Standards
The number of personnel able to operate on the runway is limited to those task and duties
for which it is essential. This includes Airport Managers, Airfield Operations (Rangers &
Rovers only), RFFS and airfield electricians. In addition to the existing airside driving
standards LLAOL will adopt the new CAP 790 standards which will include an annual
assessment for runway permits.
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Section 4
4.21.6 LVP activities mitigated

Historically but not exclusively, aircraft accidents on the runway have occurred due to a
runway incursion in low visibility conditions. LLAOL seeks to mitigate non-essential activities
on or near the runway in LVPs.
4.22
Monitoring Airport Users (Third Parties & Airside Users)
The primary function for the aerodrome operator is to make the aerodrome safe for use by
aircraft. LLAOL maintains control over the airside areas and all structures, facilities and
leased areas within the aerodrome boundary. This is not limited to airside users and could
include off airport activities outside of the aerodrome boundary (e.g. crane use, fuel farms,
contracted services).
The aerodrome holds a licence to operate and a condition of the licence is that the
aerodrome is safe for use by aircraft. LLAOL is therefore accountable and will take
necessary measures to ensure other parties comply to meet this obligation. This includes
the safety and security of all persons and property associated with the aerodrome.
In order to assess and measure the overall safety culture of the aerodrome LLAOL audits a
number of activities and organisations. There is also a great deal of benefit and learning
through the synergies in a collaborative approach to achieving safety and security. Shared
auditing is therefore encouraged and is a productive method for providing continuous safety
improvement.
4.22.1 Audits
LLAOL undertakes a number of audits which may be scheduled, proactive to meet a known
activity or reactive to an event or incident.
4.22.2 Audit Information Policy
The benefits of widely sharing audit information for learning are clearly advantageous but
can be a sensitive for commercial reasons. The overriding benefits however are driven by
the requirements to attain the highest possible standards of safety and security.
This will not detract from the advantages of information sharing at safety committees. Audit
cycles cannot be complete without sharing of information and this will in the first instance be
undertaken with the primary party being audited. The policy for LLAOL is to have local
arrangements with airside users for the specific and wider use of audit results
4.23
LLAOL uses the guidance contained in civil aviation publications and other safety guidance
for the control of airside works. The following CAP publications are utilised for the planning
process of works where appropriate.
CAP 729 Guidance on Aerodrome Development Procedures
CAP 791 Procedures for Changes to Aerodrome Infrastructure
.
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4.24
Section 4
Operations Safety instructions
Operations Safety Instructions (OSIs) are issued to update ad inform all airside users of the
rules, regulations and procedures for operating airside. It is essential that all airside users
have access to these and it is the employers responsibility to ensure this happens.
OSI may be issued at anytime and a new index of OSIs is sent with each new issue.
LLAOL undertakes ad-hoc audits of airside users to ensure they are knowledgeable of the
content of OSIs pertaining to their responsibilities and tasks airside.
The Airport Manager maintains an address list for the issue of OSIs and it is equally important
for employers to ensure that changes to personnel and roles within your organisation are made
known.
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Section 5

Contents
5.1
5.1.1
Aerodrome Ground Lighting (AGL) (Responsibilities)

Hours of Attendance
5.2
5.2.1
5.2.2
5.2.3
5.2.4
5.2.5
AGL System, Signs, Signals & Markings

General
Runway
Taxiways
Aprons
5.3
5.3.1
5.3.2
5.3.3

General
Periods of Display
Aeronautical Ground Lighting System Overview
5.4
5.4.1

General
5.5
5.5.1
5.5.2
5.5.3
Flight Inspections
ILS Inspections
AGL Inspections
Records
5.6
5.6.1
5.6.2
5.6.3
5.6.4
General
Obstruction Mast and Light Positions
Consultation with Local Authority
Temporary Hazards
5.7
5.7.1
5.7.2
5.7.3
5.7.4
5.7.5
5.7.6
5.7.7
5.7.8
5.7.9
5.7.10
5.7.11
5.7.12

Routine Maintenance and Checks
Planned Maintenance Regime
Procedures for notification of AGL fault
Procedures for the repair/ replacement of AGL SSU units & communication plugs.
Procedures for runway inspections and repairs
Night time repairs and inspections
Day time mechanical inspections
Testing procedures
Photometric testing
Workshop testing
Generator testing Airfield
Maintenance Records
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5.1
Section 5
Aerodrome Ground Lighting (Responsibilities)
The person responsible for the overall operation and promulgation of the serviceability state, of
the aerodrome lighting is the Airport Manager. The person responsible for maintaining the
aerodrome lighting is the General Manager Technical Services.
Flight inspections of aerodrome lighting are carried out during the programmed Flight Checks of
the airport ILS equipment.
5.1.1
Hours of Attendance
The airfield electrical maintenance staff provides a 24 hour on site service

5.2
Aerodrome Lighting System, Signs, Signals & Markings
5.2.1
General
London Luton Airport is a fully equipped CAT IIIB aerodrome and the AGL is integral in providing
the necessary elements to maintain the approach capability for the ILS. AGL is needed to
provide the necessary orientation and alignment in adverse visibility and night operations. AGL
is fitted to meet the minimum requirements for take off and approach minima.
Runway 26 and 08 runway are both equipped with lighting to scale L1, thus permitting Cat III
operations to the standard set out in CAP 168.
5.2.2
Runway
Edge and Stop Lights:
Elevated - 100w 6.6a - GEC ZA151

Inset - 100w 6.6a - ADB REF SIHTN 2- 300
Centreline:
Inset - 100w 6.6a - ADB SQ2-100
Runway End:
Elevated - 100w .6a - GEC ZA 151

Inset - 200w 6.6a - ADB. REF 1.200
Threshold:
Elevated - 200w 6.6a - ADB.NAE. 1.200

Inset - 300w 6.6a - ADB.THF.1.300
Approach- RWY 26
High Intensity 5 Bar Calvert System
Elevated - ADB P500 200w NAE 1.200
Inset - 300w - 20a - ADB.THF 1.300
Supplementary Approach Centreline Barrettes
Elevated - 200w - 20a - ADB.NAE 1.200
Inset - 300w - 20a - ADB.THF 1.300
Supplementary Approach Side Row Barrettes
Touch Down Zone: Inset - 45w - 6.6a - ADB.SQ 1045
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Section 5
Approach - RWY 08
High Intensity 3 Bar Calvert System
Elevated -200w - 6.6a - ADB.NAE 1.200
Inset - 300w - 6.6a - ADB.THF 1.300
Supplementary Approach Centreline Barrettes
Elevated- 200w - 6.6a - ADB.NAE 1.200 Inset - 300w - 6.6a - ADB.THF 1.300
Supplementary Approach Side-Row Barrettes
Elevated- 200w - 6.6a - ADB.NAE 1.200 Inset - 300w - 6.6a - ADB.THF 1.300
Touchdown Zone:
Inset - 45w - 6.6a - ADB.SQ 1045
Taxiways
Centreline:
Edge:
Straight Sections Green 45w - 6.6a - ADB.VSF 1.2.45

Curved Sections 100w - 6.6a - ADB.VCF 1.2.100
Curved Sections have blue elevated
edge lights 45w - 6.6a GEC ZA 250
PAPI (Precision Approach Path Indicators)

A set of four 4 lamp PAPI. units are installed on the left-hand side of both Runway 08 and
Runway 26. These are positioned 315 metres from the threshold of Runway 08 and 318 metres
from the threshold of Runway 26.
Settings for the units are as follows commencing from the runway edge outwards:
Runway 26 & 08
335' 315' 245' 225'
5.2.3
Taxiways
The runway entry points are protected by flashing amber runway guard lights and switchable red
stop bars for both CAT I and CAT III operations
5.2.4 Aprons
Aprons are lit with a system of floodlights.
5.2.5

Runway 08 / 26
The runway markings are in accordance with the requirements of CAP 168 Licensing of
Aerodromes, Chapter 7 for a displaced threshold on a precision approach runway. Fixed distance
markings, touch-down zone markings, centreline markings and a runway designator are
provided in accordance with CAP 168. The threshold markings, fixed distance markings,
touchdown zone markings, centreline markings and a runway designator are provided in
accordance with CAP 168.
Taxiways
The holding points, taxiway centreline and edges are marked in accordance with CAP 168.
The holdings points are also identified by illuminated signs. In September 2010 additional
markings were put into place to assist with the prevention of runway incursions. These markings
are runaway designators at all taxiway CAT I holds, with enhanced centreline markings to the CAT
III holds which have RUNWAY AHEAD warnings across the taxiway width.
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Section 5
Aprons
Markings are provided on the aprons to assist the safe separation and to offer guidance to aircraft,
vehicles and pedestrians. The markings are coloured to differentiate guidance for each airside
user, with yellow for aircraft guidance, white for vehicles and pedestrians accompanied by green
pedestrian walkways.
Docking Guidance Systems
On Stands 60 & 61 there are visual docking guidance systems (VDGS) to assist with the parking
of aircraft.
Windsleeves (Illuminated)
Illuminated Windsleeves are located at the following locations.
Runway 26
North of the Runway beside the RWY 26 Touchdown Area
E 513074.25
N 221120.97
Lat. 51 52' 37.96N Long. 0 21' 31.56W
Runway 08
South of the Runway beside the RWY 08 Touchdown Area
E 511615.47
N 220472.63
Lat. 51 52' 18.04" N Long. 0 22' 48.57" W
Fire Station Forecourt
An additional windsleeve is located at the following location:E 511935
N 220926
Lat. 5152' 52" N
Long. 022' 42" W
This is for the use of the RFFS, in assessing wind effect on their incident response, and is not
intended for use by operating aircraft and is unreliable for aeronautical purposes.
5.3
5.3.1
General
Control of the AGL system on a day to day basis is undertaken by Air Traffic Control. The
general procedures for operational use are abbreviated here. Full details can be found in the
Manual of Air Traffic Services Part 2 chapter 8 (this is a restricted document).
The Airfield Ground Lighting (AGL) should only be selected at 100% when required
operationally, and unless required differently for a particular circumstance, the pre-set selection
table should be used.
Lamp life is measured in hours of illumination at maximum intensity and unnecessary operation
at 100% intensity will considerably reduce it.
Supplementary Approach Lighting is only required for Category III approaches or when the IRVR
is below 1100 metres.
The airfield obstruction lights are controlled from the main lighting panel in the Visual Control
Room (VCR).
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5.3.2
Section 5
Periods of Display
Inbound aircraft - lights are to be displayed 15 minutes before any ETA.

Outbound aircraft - lights are to be displayed prior to taxi clearance being issued until 15 minutes
after ATD.
Between 2300 and 0600 local, whenever a period has been identified when no landings
or take-offs
are planned, the airfield lighting is to be selected to ECO mode. This will result in all
runway lights being off with only taxiway lights and runway stop bars remaining
illuminated.
During LVPs, the runway lights are to be left on at all times.
Runway lighting may be displayed at the discretion of the AIR controller or at the request
of LLAOL at any time.
5.3.3
Aeronautical Ground Lighting System Overview
Below is the standard touch screen layout found at the operational positions in the VCR. This
section will summarise the relevant details of the screen.
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Section 5
Figure 9: AGL Control Panel
A - Airfield Layout: taxiway and manoeuvring area layout for Luton (with lighting mimic).
B - Lighting control panel: allows individual manipulation of airfield lighting as well as indicating
the current state of the CCR system (Constant Current Regulator).
C - Approach lighting indicator: shows the runway in use (with category) and active approach
lights. If touched it also shows the view as seen from a landing perspective, as the diagram on
the right shows.
D - Main control panel: this comprises the primary controls for the lighting system;
Runway category settings (CAT I/II/III)
Runway control and selection
Ambient preset
Visibility preset
Generator control
E - Management bar: houses various buttons in regards to the management of the system.
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5.4
Section 5
5.4.1 General
The airfield supply forms part of a ring network which includes 90% of all sub stations on LLAOL.
This supply is feed from only one direction at a time; the network operates on a voltage of 11000
volts and is stepped down by transformers at each sub station. These substations are:
Substation 6
Substation 7
Substation 16
Substation 19
500 KVA transformer

500KVA supply transformer
100KVA supply transformer
500 KVA supply transformer
(switch house 1)
(switch house 2)
(switch house 3),
(switch house 4)
At each essential switch house we have static generators to provide emergency and primary
power when required .Each sub station has the following generators:
Substation 6
Substation 7
Substation 16
Substation 19
500 KVA generator

500 KVA generator
125 KVA generator
250 KVA generator
(switch house 1)
(switch house 2)
(switch house 3) (this set is not now used)
(switch house 4)
Switch house 1 and 2 are configured so that a temporary generator set can be installed as a
back up.
Further diesel alternator of 400 KVA provides standby power for the Air Traffic Control tower
Building 150 and Airport Operations Control Centre (Navigation House).
During normal operations the generators provide back-up power within 15 seconds of a primary
supply failure. On the return of the primary supply, an automatic change-over occurs in less than
1 second.
During Cat III conditions, primary power will be supplied from the generators under the
control of ATC with the electricity network providing standby power within 1 second.
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Section 5
Figure 10: AGL System
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5.5
Flight Inspections
5.5.1
ILS Inspections
Section 5
ILS flight inspections are undertaken at a minimum of every 6 months as LLAOL operates an
instrument runway. The function is carried out by a licensed organisation and arranged on
behalf of LLAOL by NATS.
The instrument landing system consists of glide path and localiser aerial for each runway and
each is protected with a defined critical and sensitive area. It is essential to protect these areas
from intrusions which have an impact upon the signal array. If these are infringed then there
will be disturbances to the ILS signals which may cause incorrect readings or disruption to
readings of aircraft instrumentation.
5.5.2
AGL Inspections
A flight inspection is carried out every 6 months and includes the approach and runway lighting
for runways 08 & 26. The process includes the assessment of different luminous intensity
settings from maximum to minimum settings. The measure includes the check that all AGL
offers a uniform pattern to the aircraft taking off, landing and going around.
A number of flights checks will be undertaken to assess all AGL; approach pattern,
supplementary approach, PAPI, RWY edge, threshold and end lights. These checks will also
include RWY centreline and the required coding, TDZ and obstacle lights. Any anomalies such
as dangerous or confusing lights will also be reported.
5.5.3
Records
Records from the flight checks are maintained by NATS and copies sent to the General Manager
Technical Services.
5.6
5.6.1 General
The serviceability of the obstruction lighting is the responsibility of the Technical Services
Department with a limited number of lights installed on premises occupied by airport tenants and
airlines for which they are responsible.
5.6.2
Obstruction Mast and Light Positions
Obstruction masts and lights are sited on prominent objects within the airfield boundary as
follows:
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5.6.3
Section 5
Obstacle Type
Ft amsl
Co-ordinates
Mast
772
515242.54N 0002617.85W
TV Mast
698
515239.89N 0002551.58W
ATC Tower (Lgtd)
676
515240.19N 0002232.80W
Lighting tower
605
515259.47N 0002215.67W
Lighting tower
611
515256.10N 0002212.17W
Lighting tower
605
515301.59N 0002209.35W
Lighting tower
610
515258.21N 0002206.38W
Consultation with Local Authority
London Luton Airport Operations Limited is consulted by the Luton Borough Council
Planning Officer on those occasions when the latter receives planning permission
applications for structures outside the aerodrome boundary which may become obstacles.
5.6.4 Temporary Hazards
Temporary hazards are identified at night by flashing red lights. A stock is held by the Airfield
Operations and Technical Services Department.
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Section 5
5.7
5.7.1
Routine Maintenance and Checks
The maintenance planned maintenance schedule for the Airfield Lighting system is
generated by the Shire Maintenance System. All records (except where indicated below) are
held by the maintenance administration staff. All routine maintenance is carried out by
airfield maintenance staff.
5.7.2
Planned Maintenance Regime
The Technical Services Department (TSD) at LLAOL is responsible for the planned
maintenance regime of the AGL systems. Full details of maintenance policies are produced
and held by TSD.
LLAOL operates as H24 operations and therefore the maintenance objectives are designed
to be undertaken within such constraints and adopt the associated risks with aircraft
operations.
5.7.3
Procedures for notification of AGL fault
When a fault is identified by either inspections or notification by ATC or Airfield Operations

then an immediate assessment is required.
Once the severity of the impact is assessed then a detailed verbal report is to be made in the
first instance to the Airport Manager who will then decide the plan of action and notify ATC of
that action. This process is detailed in the AGL Failure Procedure.
The verbal report will consist off and include 1) estimate off repair time, 2) regular verbal
reports approx every 2 hours 3) notification when works are completed
Once work is started it is the responsibility of the AGL technician and team leader to report in
detail the actions that has been taken to rectify this problem to the next team on shift. This
report will be in 2 ways, 1) an in-depth written report on what work has been carried out in
the hand over book and 2) verbal report to the team taking over.
Once the fault has been repaired ATC and the Airport Manager will be notified that the
system is operational.
5.7.4
Procedures for the repair/ replacement of AGL SSU units & communication plugs.
Identify incorrect/non operating smart switch and log number

Remove new smart switch unit from the stores and booking it out using the stores requisition
form. Pass completed form onto the maintenance planner.
Program the Smart switch unit with the correct ID number ready for transfer in the field.
Using the correct procedures carry out the replacement of the defective Smart switch unit
and mark up new unit with the old SSU number.
Whilst replacement is being carried out check the integrity of the communications plug. If the
plug appears to be loose or in a condition that could cause future potential faults then that
plug must be changed. If this cannot be done due to operational or H&S reasons then it must
be logged in the hand over book and changed as soon as practicable.
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The defective Smart switch unit must be brought back to the workshop for testing. A test
must be carried out to confirm the state of the unit. The smart switch failure Form for the
smart switch must be filled out by 2 different technicians and tested twice. Once completed
the Smart switch can be disposed off and the form passed to the Airfield services engineer
for signing.
5.7.5
Procedures for runway inspections and repairs
Runway inspections will be carried out at dusk other than the CAT 3 stop bars, these due to
operational requirements will be done after midnight.
With permission from ATC various Areas will require access to carry out this inspection. The
inspection is to be recorded on the AGL inspection sheet identifying any U/S AGL lighting.
The number off each U/S light will need to be clearly identified. If at any time there are 2
adjacent lights out then repairs will need to be carried out immediately and the Airport
Manager notifying .
Once report has been completed it is to be signed and dated and then photo copied. The
original is to be stapled to the corresponding PPM sheet and placed in the correct tray for
filing. The copied sheet is to be passed onto nights enabling them to carry out the repairs.
5.7.6
Night time repairs and inspections
With the Runway inspection report that the previous shift has supplied all AGL lights that
require repairs will be repaired. Any lights that cannot be repaired on a night shift will be
inputted into the fault requester ready for the day shifts to action.
Mechanical inspections on nights, each fitting must be visually inspected and each bolt must
be tightened to the correct torque setting as per manufactures instructions. Any damaged
fittings must be replaced and the faulty fitting put in the work shop ready for repair.
5.7.7
Day time mechanical inspections
The day time inspections are required due to H&S issues and the requirement for visual
inspection with adequate lighting.
Approach checks, these checks must include the integrity of the masts. Checks must be
made on each mast that it is in the upright position and that all bolts are securely tightened
as per manufactures instructions.
Apron flood lights, any failures on these masts must be repaired immediately and all lights
need to be in a serviceable condition.
PAPI checks, when checking the PAPI units and the angle is incorrect and adjustments are
required; the following procedures must be followed. Notify the Airport Manager and ATC
that the angles are incorrect and that you will be adjusting them to the correct angle as per
CAP 168.
5.7.8
Testing procedures
Where tests are required on the AGL primary circuits the safe working procedures will be
followed.
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Section 5
An assessment must be made prior to undertaking any test on the suitability of carrying out
that test. Factors to be included are weather conditions and operational impact.
Any work that involves isolating a circuit for testing or other planned works which will have a
safety impact on the protection of the runway will need prior approval from the Airport
Manager.
A time frame will be given for the period of testing and a concise verbal report detailing the
effect and location of the outages.
Air traffic control will be notified via phone prior to any work starting and will be given a
concise verbal report detailing the length of time the circuit will be off line.
The circuits to be tested will only be done one at a time in a phased order. At no time will
more than one circuit be taken off line during the testing procedure.
Once testing has been completed ATC should be made aware that all works/testing has
ceased and that the system is operational.
5.7.9
Photometric testing
Photo metric testing is to take place on the Tuesday of each week. If due to adverse weather
conditions or operational movements the test is not carried out then it will carried out on the
next available night. If this happens then an E-mail must be sent to the Airfield services
senior Engineer detailing why this test has not been carried out.
All runway fittings are to be tested, these will be the Runway edge, Touch down zone,
Runway Centre line. Threshold and runway end will not be done and will have a 6monthly
PPM task instead of the testing.
Once the test has been completed a visual check will be made on the Data logger looking for
any Non compliant fittings, this visual check will also assess our CAP 168 compliance.
The failure rate is 50% of the design output, any light that falls below 50% shall have
immediate maintenance carried out. This can be in 2 forms 1) cleaning off the lenses or 2) a
straight replacement. Once this has been carried out a re-run is required to check the effect
of the maintenance on the fittings
As a department we have set the maintenance datum level at 70%, any fitting near to or
below this level will require reactive maintenance as in 6.0.4.
After using the Photo metric equipment we will establish a cleaning regime identifying the
high impact areas and formulating the frequency of cleaning.
Once the tests have been completed and the information is stored on the data logger it will
be passed onto the shift at handover. That shift using the computer in the team leaders
office will down load and save the information. They will then copy the data and forward it via
Email to the operations manager.
5.7.10 Workshop testing
All AGL fittings will be repaired in accordance with the manufactures instructions
Each runway inset fitting once repaired will be tested using the Photometric work shop
tester.
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Aerodrome Manual
Section 5
The test unit will provide a reading of the LUX output from each lamp on the inset fitting. The
fitting will only be deemed serviceable if the level is above the 70% mark. However it is
expected that the readings should be well above this as installing it in the field with a
marginal 70% mark is not ideal.
At present none off the inset fittings on the runway are numbered. As each fitting comes in
for repair it will be issued a number and that number will be dedicated to that fitting only. A
log will be made off all fittings that have been numbered so duplication will not occur.
Once the fitting has been repaired and passed the required test it will be placed on the ready
rack for installing in the field.
5.7.11 Generator Testing Airfield
The generators on the airfield will be tested once a month. These tests will be a simulated
mains failure and a check of the 1 second change over time.
The mains failure test can be carried out in 2 ways; the mains switch will be isolated
switching off power to the substation. If this is not practicable due to old switches or none
present then a method of testing will be performed which tricks the generator into mains
failure.
Prior to these tests commencing ATC and the Airport manager will be notified 1 week in
advance off the proposed outage. The outage will also have an impact on the equipment
used by ATC so the NATS engineering team will also need notifying and the test carried out
with their approval.
The test will be carried out when the airport is operating at a quiet time and that No Aircraft
movements are due for the duration of the test.
For the purpose of the test the mains will be isolated and a time check will be made off how
long it takes to pick up full load. If the generator fails to start then the mains must be
reinstated immediately.
If the generator has failed to pick up the load then if practicable a call out should be made to
the contracted service provider.
The 1 second change over will be carried out with ATC approval , A request will be made for
them to run up the generators in the Vis 3 mode and a check will be made on the change
over time of the generator.
5.7.12 Maintenance Records
Where maintenance to aerodrome facilities and systems is undertake the Technical
Services Department maintain records of such works. These include Daily Inspection
Reports and Corrective Works Orders.
Specific maintenance procedures are available from the LLAOL Technical Services
Department.
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Aerodrome Manual
Section 6

Contents
Introduction and Reference to Details
6.1
6.2
6.3
6.3.1
6.3.2
6.3.3
6.3.4
6.3.5
Category Reductions
Reduction of RFFS Category
Policy
Responsibility for Communication and Promulgation
Procedure
Snow Clearing
6.4
6.4.1
Higher Category
Upgrade to Category 9
6.5
6.5.1
6.5.2
Details of Appliances, Media and Discharge Rates
Staffing Levels & Supervision
6.6
6.6.1
6.6.2
6.6.3

Monitoring and Alerting
Response
Ancillary Duties
6.7
6.8
6.8.1
6.8.2
6.8.3
6.8.4
6.8.5
6.8.6
6.8.7
6.8.8
6.8.9
Introduction
B. A. Training
First Aid
LGV
Use of External Facilities
Low VisibilityTraining
CAP 168, Para 11
CAP 699
Training Records
6.9
1000 Metre Access
6.10
Domestic Fires
6.11
6.12
6.13
Freight Aircraft and Ambulance Flights
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Aerodrome Manual
Section 6
6.14
6.15
6.16
6-2
September 2011
Aerodrome Manual
Section 6
Introduction and Reference to Details

The Aerodrome Manual details operational policies and procedures that are in line with the
nature and scale of operations at London Luton Airport Operations. It is not necessary
for all operational procedures to be included in the aerodrome manual, but they may be
relevant to achieve compliance with the policy.
The RFFS reference table relates to the requirements of CAP 168 Chapter 2. It details
where the published policy statements and procedures required in CAP 168 Chapter 2
Para 6.1.6 can be found.
The statements and policies below can be found in the relevant sections and chapters of the
Fire Service Manual. Brief details are contained within this section.
CAP 168,
Chapter 2,
6.16
A
B
C
D
E
F
G
H
H
H
H
H
Aerodrome
Manual
Reference
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.8
6.8
6.8
6.8
6.8
H
H
I
J
K
L
M
N
6.8
6.8
6.9
6.10
6.11
6.12
6.13
6.14
6.15
6.16
Aerodrome Manual Title

Category Reductions
Higher Category
Category Objectives
Procedures for Monitoring & Alerting
Breathing Apparatus Training.
First Aid
LGV
LVP
CAP 168 Para 11 Levels of
supervision
CAP 699
Health & Safety RPE & PPE
1000 Metre Access
Domestic Fires
Landside Aircraft Accident
Freight Aircraft
Adequacy of Response in LVP
Policy Statement Training First Aid
Personnel
6-3
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Section 1, Chapter 2
Section 2, Chapter 2-3
Section 13-14, Chapters 1-2
September 2011
Aerodrome Manual
6.1
Section 6
The standard and promulgated RFFS category at London Luton Airport is CAT 8.
London Luton Airport maintains this category to the standards required by the regulator and
as defined in CAP 168.
6.2
Responsibility for the LLAO Rescue and Fire Fighting Service and the associated orders
rests with the Operations Director and Fire Services Manager (FSM) . The FSM has
a department structured into Watches with a Fire Station Manager responsible for
each Watch.
The Fire Services Manager is responsible for the provision and effective rescue and
fire fighting service which meets all statutory and legislative requirements. Where
RFFS staff has particular responsibilities in respect to elements of RFFS operation these
responsibilities are noted and the individuals named in the Fire Service Procedure Manual.
The RFFS are organised, equipped, manned, trained and operated in accordance with
CAP 168 Licensing of Aerodromes, Chapter 8. Additional responsibilities for the
Emergency Orders and Terminal Evacuation procedures are listed specifically in those
documents.
Operations
Director
Fire Services
Manager
RED
WATCH
WHITE
WATCH
BLUE
WATCH
GREEN
WATCH
Station
Manager
Station
Manager
Station
Manager
Station
Manager
Watch
Commander
Watch
Commander
Watch
Commander
Watch
Commander
Crew
Commander
Crew
Commander
Crew
Commander
Crew
Commander
x9 fire
fighters
x9 firefighters
x9 fire
fighters
x9 fire
fighters
In additional the fire station operates with a relief station manager and relief watch
commander. Detailed accountabilities for each role are listed in the Fire Services
Manual.
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Aerodrome Manual
6.3
Category Reductions
6.3.1
Reduction of RFFS Category
Section 6
A reduction if fire category may occur for any number of reasons.

6.3.2
Policy
The level of protection provided for rescue and fire fighting shall be equal to the aerodrome
category prevailing at the time using the principles published in CAP 168 Chapter 8 table 8.1
table 8.2 and table 8.3
Whenever fire cover is reduced below the published Category (CAT 8) it will be immediately
communicated to the ATC and the Airport Manager.
If fire cover is reduced to nil, all flight operations must be suspended with the following
exceptions;
An aircraft in an emergency
Where the commander of an aircraft considers that a diversion or holding will
present a greater danger or hazard to the aircraft
6.3.3
Responsibility for Communication and Promulgation

Fire Station Manager
It is essential that any reduction in fire category is communicated immediately to ATC. This
is the responsibility of the Fire Station Manager.
Air Traffic Control
ATC will ensure the reduction is communicated to all aircraft under their control. They will
also advice Swanwick (Group Supervisor / Terminal Control) which ensures that all
operational aircraft are informed of the RFFS category status. A reduction if category will be
promulgated to pilots and this may be done in a number of ways.
Immediate broadcast on all operational RTF channels.
Individually with pilots during operations
To aircraft transferring onto Luton frequencies (ground and air)
NOTAM
ATIS
Airport Manager
The Airport Manager will ensure that a NOTAM is issued.
6.3.4
Procedure
Where the reduction is planned this will be discussed between the Airport Manager, Fire
Station Manager and ATC beforehand. This will include the extent of the reduction and
anticipated time of reduction and the planned communication.
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Section 6
Provided traffic conditions permit, pilots of aircraft within any restricted category/categories
are then informed individually that operation of their particular type of aircraft is suspended
because of reduced fire cover. It is important to note that aircraft and operators must be
notified of any reduction of fire category and not only in those cases restricting the
operations of certain types of aircraft.
Significant changes causing any restriction of operations should be notified to the CAA.
Aircraft not on the frequency when the broadcast is made are to be informed on first
RTF call. The time at which adequate cover will be restored is passed as soon as
possible. In the event of the RFFS Watch Commander being unable to give a restoration
time, "Delay not determined" is to be passed to aircraft.
6.3.5
Snow Clearing
Snow clearing and anti / de-icing procedures may affect the RFF category. RFFS personnel
must return to fire station fifteen minutes before aircraft movements commence, unless the
RFF fire category is already up to requirements. It is the responsibility of the RFFS Watch
Commander to ensure that the staffing level is appropriate to the RFFS category and to
notify ATC, and the Airport Manager.
6.4
Higher Category
6.4.1 Upgrade to Category 9

LLAO is able to upgrade to RFFS Category 9 with appropriate notice.
Two more fire fighters are required to make up the minimum watch strength to twelve
and this will be established well in advance of any Category 9 movements.
Additional fire fighters will ride the spare appliance, and will be distributed on each of the
remaining 3 appliances. They will ensure they are available at least 60 minutes prior to
any category 9 movement and remain available for a minimum of 15 minutes after
departure of the said category.
The watch room attendant will then use the (ERV) Emergency Response Vehicle if they are
required to respond to an emergency.
6.5
The operational objective is to respond as quickly as possible to aircraft accidents and/or

incidents in order to create maximum opportunity to save life.
To meet operational objectives as nearly as possible in conditions of less than optimum
visibility, specific training, procedures and / or equipment are provided.
The response areas are considered to be the area including any point of each operational
runway.
The operational objective of the RFFS shall be to achieve a response time not exceeding
three minutes to any point of each operational runway, in optimum visibility and surface
conditions.
The operational objective of the RFFS should be to achieve a response time not exceeding
three minutes to any other part of the movement area in optimum visibility and surface
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Section 6
conditions.
The operational objective of the rescue and fire fighting service should be to achieve a
response time not exceeding two minutes to any point of each operational runway, in
optimum visibility and surface conditions.
Response time is considered to be the time between the initial call to the RFFS, and the time
when the first responding vehicles(s) is (are) in position to apply foam at a rate of at least
50% of the discharge rate specified in table 8.3.
Any other vehicles required to deliver the amounts of extinguishing agents specified in Table
8.3 should arrive no more than one minute after the first responding vehicle (s) so as to
provide continuous agent application.
6.5.1
Details of Appliances, Media and Discharge Rates
The required scale of rescue equipment necessary to meet RFFS Category 8 is distributed
and carried on the appliances shown below:
Incident Command Vehicle
3 x 10,000 litre 6x6 KRONENBURG MAC 11 FOAM TENDER
(Discharge rate 4500 ltrs/m)
Foam tank capacity 1200lt
Powder Monnex 100kg
1 x 12,000 litre 6x6 ROSENBAUER CA-5 PANTHER FOAM TENDER
(Discharge rate 5000 ltrs/m)
Foam tank capacity 1500lt
Powder Monnex 225 kg
1x
Toyota (General vehicle)
2 x Emergency Inflatable tent Trailers

1 x Emergency Equipment Trailer
A total of 12 positive pressure Breathing Apparatus sets are carried on the above
vehicles.
Reserves of media are maintained at least to the minimum required within the
provisions of CAP 168, which are:
Cat 8:Foam Concentrate (Angus Petroseal FFFP 6%)
Monnex Dry Chemical Powder
BCF (Halon 1211)
2184 litres
-450 Kg
-25 kg
Cat 9:Foam concentrate (Angus Petroseal FFFP 6%)

Monnex Dry Chemical Powder
BCF Halon (1211)
6-7
2916 litres
450kg
25kg
September 2011
Aerodrome Manual
6.5.2
Section 6
Staffing Levels & Supervision
The Rescue and Fire Fighting Service has an operational strength of 50 this provides for four
shifts of 12, the staffing of the duty watch comprises of 1 Station Manager, 1 Watch
Commander, 1 Crew Commander and 9 Fire Fighters. The minimum number of Staff on duty
will be 10 comprising of a Station Manager, 1 Watch Commander, 1 Crew Commander and
7 Fire Fighters. The additional persons include 1 Station Commander and 1 Watch
Commander, who cover leave, sickness, and courses.
The Station Manager will be assigned to the Command Vehicle; Watch Manager plus two
Fire Fighters to Fire 2, two Fire Fighters to Fire 3; Crew Commander plus two Fire Fighters
to Fire 4.
The normal deployment of appliances is three from the four available; however, the minimum
deployment is three appliances, which is sufficient to fulfil the requirements of CAP 168.
The Watch Room is manned by one Fire Fighter who forms part of the minimum riding
strength who will vacate in the event of an Aircraft Accident, aircraft accident imminent or on
request of the RFFS Watch Commander.
The Emergency Equipment Trailer is staffed by technical services staff.
6.6
6.6.1
Monitoring and Alerting
The RFFS can be alerted by the selection of the dedicated crash alarm situated on all ATC
positions (4) in the VCR, where the callout message is answered by the RFFS watch room
staff and is simultaneously broadcast within the fire station building. The RFFS can also be
alerted by direct intercom from all VCR positions, or by internal telephone available
throughout the airport. The RFFS watch room situated at the fire station can visually monitor
runway operations and initiate a callout in response to any observed incident.
6.6.2
Response
It is essential that personnel and vehicles are deployed at the scene of an accident with all
vehicles and personnel arriving in sufficient time to ensure that the efforts of the first responding
vehicle(s) are maximised. Therefore, any other vehicles required to deliver the amount of
extinguishing agents specified in CAP 168 chapter 8 table 8.2 should arrive no later than one
minute after the first responding vehicle(s).
To ensure minimum response times can be achieved, monthly response time tests are carried
out. Records of all response time tests are documented and retained for reference / inspection.
To achieve sound response times in less than optimum surface conditions the RFFS carries out
regular low visibility training every six months. This training forms part of the ongoing fire
service training program.
6.6.3 Ancillary Duties
RFFS personnel are also deployed on anti-icing and snow clearing duties and carry out Grip
tester runs as necessary. The RFFS Watch Commander is responsible for ensuring that
staffing is available to maintain the promulgated RFFS Fire Category and, if this category
cannot be maintained, the ATC Watch Manager will be informed immediately of the reduction
and any changes thereafter.
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6.7
Section 6
LLAO does not operate any specialist equipment, such as water craft, for the purpose of
savings lives.
6.8
6.8.1
Introduction
LLAO RFFS maintains competency of Fire Fighters to CAP 699 Standards. The criteria for
all training and assessments can be found in detail in the Fire Service Training Manual.
In addition to the training programme, training will be carried out on the use of snow clearing
and anti / de-icing equipment prior to each winter season. This training includes operational
exercises using the actual equipment and knowledge of the instructions for the use of
equipment and associated safety procedures.
6.8.2
B. A. Training
Training in the use of specialist Respiratory Protective Equipment and the use of other
elements of Personal Protective Equipment is carried out in line with the general LLAO
Health and Safety policy as detailed in the relevant sections of this Manual.
6.8.3
First Aid
A list of Company employees who are qualified First Aiders is held by the Health and
safety Manager and details of each department's First Aiders are prominently displayed
in the workplace.
6.8.4
LGV
Airside safety training, the issue of MADP/ADP and the operation of vehicles airside is
applied to all relevant RFFS staff. Specific training in Light Goods Vehicles is contained in
the Fire Services Manual
6.8.5 Use of External Facilities
When required LLAO RFFS will make use of the facilities of adjacent Local Authority Fire
Services in practice this will normally be Bedfordshire. Staff will be provided with training
courses at CAA approved training establishments, in compliance with the requirements of
CAP 168 Licensing of Aerodromes. The LLAO RFFS will carry out joint training exercises
with the Bedfordshire Fire & Rescue Services on a regular basis throughout the year.
6.8.6
Low Visibility Training
RFFS staff undertakes regular training for Low Visibility Conditions and specific details are
available in the Fire Service Training Manual.
During periods of Low Visibility RFFS vehicles / appliances and personnel will remain on
station throughout the period of LVPs are in operation.
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Aerodrome Manual
6.8.7
Section 6
CAP 168, Para 11
LLAO maintains a fleet of fire vehicles for the purposes of aircraft fire fighting and rescue,
details are included in this section. The number of appliances maintained exceeds the
requirement for the category of aerodrome. This permits a maintenance preventative
program to be in use to ensure the category of fire cover is maintained for servicing
schedules.
The equipment, performance and characteristics of the fire appliances are in accordance
with the ICAO Airport Services Manual standards.
6.8.8
CAP 699
All fire service personnel attend the Civil Aviation Authority Fire Service Training College and
are qualified to the levels required by CAP 168. Fire fighters, following acquisition stage
of training at the fire service training college, will on return be enrolled on to the
approved Maintenance of Competency Scheme. Regular training in all aspects of aircraft
rescue and fire fighting is carried out on site. Close liaison and training is maintained with
the local emergency services and local exercises are carried out regularly. A fire training
area is set aside and is equipped with a 767 hot fire simulator and a Bristol Britannia
fuselage. To ensure that fire service personnel are competent in dealing with internal
fires there is a fire behaviour simulator (Essex Fire Containers) located on the fire ground.
When required LLAO RFFS will make use of the facilities of adjacent Local Authority Fire
Services in practice this will normally be Bedfordshire and Hertfordshire. Staff will be
provided with training courses at CAA approved training establishments, in compliance with
the requirements of CAP 168 Licensing of Aerodromes. The RFFS will carry out joint training
exercises with the Bedfordshire Fire Service on a regular basis throughout the year.
6.8.9
Training Records
Personnel records are maintained on Red Kite by each RFFS watch for each individual to
ensure compliance with the Maintenance of Competency Scheme and training programme
including mandatory training items.
6.9
1000 Metre Access
Should an Aircraft Accident occur within 1000 meters of the threshold the RFFS will attend
via one of the Emergency Gates as authorised by the RFFS Watch Commander after
consulting with the ATC Watch Manager.
Emergency Gates are located at strategic positions around the aerodrome boundary and are
published accordingly in the Emergency Orders.
6.10
Domestic Fires
LLAO does not provide a domestic fire service. In all such cases the emergency services
should be called by dialling 999 (or outside number 999)
6.11
Should an Aircraft Accident occur off the airfield and further than 1000 meters the RFFS
will attend via one of the Emergency Gates however with not more that 50% of the
appliances as authorised by the RFFS Fire Station Manager after consulting with the ATC
Watch Manager.
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6.12
Section 6
Additional water supplies are available in underground storage tanks situated at 8 points
on, or adjacent, to the movement area and are indicated on the airport Emergency Grid
Map. Three tanks located on the Aprons and the fire station, are replenished by mains
water supply The remaining tanks are independent of mains water supply and are
replenished by the RFFS. The RFFS is responsible for the control and maintenance of
Emergency Water Supply (EWS) tanks.
6.13
Freight Aircraft and Ambulance Flights.
Full details can be found in the Fire Services Manual

6.14
RFFS provides a response in low visibility conditions and in all weather conditions. As such
fog search procedures are practised and full details are contained within the Fire Services
Manual.
6.15
London Luton airport Operations provide a number of First Aid trained personnel for
attending to minor circumstances. A list of Company employees who are qualified in
First Aid is held by the Health and safety Manager and details of each department's
personnel so qualified are displayed in the workplace. All fire service personnel will be
trained in first aid.
Persons calling for First Aid to attend an incident on the airport should give the name
and/or number of the building and if possible the room number where assistance is
required. If necessary, give details of a meeting point from where staff can be guided to
the casualty. Staff may be legally limited to the assistance they are able to offer.
6.16
An Emergency Medical Equipment Trailer is located at the airport Fire Station and the
contents are regularly maintained and replenished by the RFFS staff.
If urgent medical assistance is required it should be obtained through the normal
emergency services by dialling 999 (or outside number 999)
The nearest Fire Station is 2 miles.
The nearest Ambulance Station to London Luton Airport is 5 miles.
The Luton and Dunstable Hospital, providing a 24hour accident service, is 7 miles.
In the event of an Aircraft Accident external medical services are summoned by ATC in
accordance with the Emergency Orders.
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Section 6
INTENTIONALLY BLANK
6-12
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Section 7

Contents
7.1
7.2
7.2.1
7.2.2
7.2.3
Emergency Planning
Introduction
Dissemination of Emergency Plans
Emergency Planning Process
7.3
7.3.1
Emergency Orders
General
7.4
7.4.1
7.4.2

Introduction
Amendment Procedures
7.5
7.5.4
7.5.2
7.5.3
7.5.1

Media Enquiries
Casualty Reception
Relatives Reception
General
7.6
7.6.1
Medical Services
General
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7.1
Section 7
London Luton Airport Operations Limited holds a public use aerodrome licence, which is
issued conditional upon the regular exercising of the Emergency Plan and that follow up
corrective action is taken in any areas deemed to be deficient. To comply with this
requirement the airport carries out regular exercises and practice drills to ensure that the
rapid and co-ordinated action necessary to deal with emergency situations is achieved.
These exercises and drills will be carried out as often as possible, but at not less than the
following intervals:
Type of Exercise
Frequency
Local Practice Accidents
Once per month for each RFFS Watch
Table Top Exercises
As required
Full Scale Practice Accidents
Bi-annually
(Practice exercises are carried out alternately by day and at night)
Procedures for the establishment and maintenance of the Media Centre, Survivors Reception
Centre, Friends & Relatives Reception Centre and Reunion Centre will be exercised biannually.
7.2
Emergency Planning
7.2.1 Introduction
Emergency planning is carried out by the London Luton Airport Emergency Planning Group and
it is the objective of the group to create, disseminate, exercise and improve comprehensive and
usable emergency plans for the guidance of Employees, Airport Operators and External
Emergency Agencies.
The London Luton Airport Emergency Plan has been drawn up in consultation with the LLAOL
Emergency Planning Group. The membership of the group includes airport operational
personnel, external emergency services and local authority contingency planners. The Business
Compliance Manager or nominated deputy is responsible for the production, distribution,
amendment and execution of the emergency plan. The Emergency Plan is detailed in the LLAOL
Emergency Orders which is issued as a separate document.
7.2.2
Dissemination of Emergency Plans
The policy and decisions of the Emergency Planning Group are disseminated through the
LLAOL Emergency Orders which are reviewed as part of the standing agenda items, included in
each quarterly meeting of the Emergency Planning Group.
The Emergency Orders are issued separately and are constantly updated and amended in
response to experience gained during emergency exercises, or due to changes in the airfield
infrastructure. In cases where immediate changes to Emergency Orders are required it is not
necessary to wait for a quarterly meeting of the Emergency Planning Group and an amendment
form can be completed immediately. The completed form will indicate the urgency of the change,
which will be taken into account in the planning and distribution of the update to Emergency
Orders.
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Aerodrome Manual
Section 7
The Emergency Planning Group may also consider a broader range of application of the
Emergency Plan, into areas which may include business disruption and the actions required to
maintain the commercial activities of the airport.
7.2.3 Emergency Planning Process
The Emergency Planning Group comprises membership from within the Airport Company,
representatives of external emergency services, local authority contingency planners and
representatives from the companies operating at the airport. The full Emergency Planning Group
meets quarterly. The minutes of each meeting are recorded and held by the Emergency
Planning officer who also chairs the meetings.
7.3
Emergency Orders
7.3.1
General
The procedures to be followed and the actions and responsibilities of staff in the event of an
Aircraft Accident, or Incident, occurring at, or in the vicinity of, London Luton Airport are
detailed in the Emergency Orders, are supplied as a separate document.
Externally based assisting services will be notified by Air Traffic Control in accordance with
the Emergency Orders.
7.4
7.4.1
Introduction
London Luton Airport Emergency Orders are reviewed as part of the standing agenda items
included in each quarterly meeting of the Emergency Planning Group. Amendments may
include changes to personnel, or titles, and may include specific procedures where changes
are made in response to experience gained during emergency exercises, or due to changes
in the airfield infrastructure.
7.4.2
Amendment Procedures
Changes to the LLA Emergency Orders are notified in an Amendment Form produced by the
Emergency Planning Group.
7.5
7.5.1
General
The facilities available and the accommodation to be prepared in the event of an accident or
incident occurring to an aircraft at, or on route to, London Luton Airport are detailed in the
Emergency Orders, contained in Appendix E issued separately to this Manual.
7.5.2
Casualty Reception
Facilities and staff to deal with and care for the casualties resulting from a major aircraft
accident, or incident, at or in the vicinity of London Luton Airport, are detailed in Emergency
Orders.
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Aerodrome Manual
7.5.3
Section 7
Relatives Reception
Facilities and staff to care for the relatives and other people waiting to meet an aircraft
involved in a major accident, or incident, at or on route to London Luton Airport, are detailed
in Emergency Orders.
7.5.4
Media Enquiries
The specific facilities to be prepared to answer requests for information from the Information
Media, resulting from a major accident or incident involving an aircraft, are detailed in
Emergency Orders.
7.6
Medical Services
7.6.1
General
LLAOL does not operate a dedicated medical facility.

All emergencies for medical reasons are dealt with by the dedicated external emergency
services for the purpose.
There is a number of staff employed throughout the business to first aid standard.
In the event of an Aircraft Accident external medical services are summoned by ATC in
accordance with the London Luton Airport Emergency Orders. A contractual agreement
exists with a local practitioner, who may be summoned in the event of illness or injury. If staff
on duty considers that life is in danger a Local Authority Ambulance and Paramedic Service
ambulance will be call via a 999 call.
The nearest Ambulance Station to London Luton Airport is 5 miles.
The nearest Fire Station is 2 miles.
The Luton and Dunstable Hospital, providing a 24hour accident service, is 7 miles.
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Aerodrome Manual
Section 8
Contents
8.1
8.2
8.2.1
8.2.2

Nominated Runway
Alternative Runway
8.3
8.3.1
8.3.2
8.3.3
8.3.4

Introduction
Night Noise Policy
Noise Preferential Routings
Engine Ground Running
8.4
8.5
8.5.1
8.5.2
8.5.3

Alerting Procedures
Procedures for Unserviceability
Emergency Categories
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Aerodrome Manual
8.1
Section 8
The Air Traffic Services Provider (ATSP) is undertaken by National Air Traffic Services on
behalf of LLAOL. The Luton air traffic unit operates to standards determined by the Manual
of Air Traffic Services (MATS) Parts 1 & 2.
All procedures and processes to provide for the safe operation of aircraft within the LLAOL
Air Traffic Zone and on the aerodrome are in accordance with MATS Part 1 and
MATS Part 2. These documents specify the control guidelines to be applied in order to
provide flight safety.
The London Luton Control Zone (CTR) and Control Area (CTA) are Class D airspace,
incorporating the North and South Lane.
Figure 12: Luton Controlled Airspace

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Aerodrome Manual
8.2
8.2.1
Nominated Runway
Section 8
ATC will determine the runway in use as per procedures in the Manual of Air Traffic Services
(MATS) Part 1. The use of the downwind runway is avoided wherever possible. The
runway in use is recorded and notified to Terminal Control (TC).
Consideration is given to the activities of the London Gliding Club at Dunstable within the
CTA. As such the decision to change runway direction is taken with coordination with TC.
8.2.2
Alternative Runway
There will be conditions will permit the use of the alternative runway (downwind runway) and
normally requests by pilots. Subject to conditions and traffic ATC may permit the use of the
downwind runway. This will normally occur only in exceptional circumstances and ATC are
nominated to make this decision according to MATS Part 2.
8.3
8.3.1
Introduction
London Luton Airport understands noise is the source of most concern for some local
community members and is committed to managing the impact of noise on our surrounding
environment. The current Night noise Policy applies until 2015.
The airports upgraded Aircraft Noise & Track Monitoring System is a comprehensive system
to monitor and record actual flown tracks and noise levels of LLAOL aircraft operations. This
integrated system includes many components, including a network of three permanent noise
monitors that measure the noise environment and a system directly connected to the air
traffic control radar that collects aircraft flight tracks.
LLAOL works with airlines and the Air Traffic Service provider to develop noise minimisation
programmes (e.g. Continuous Descent Approaches and adherence to Noise Preferential
Routes).
In November 2007 London Luton Airport introduced a number of Visual Reference Points
(VRPs) in order to reduce the impact of helicopter traffic on built-up areas to the south of the
Airport.
There is also active monitoring ground engine running to minimise noise disturbance
8.3.2
Night Noise Policy
LLAOL noise abatement procedures are provided in the Night Noise Policy which is developed
with the London Luton Airport Consultative Committee (LLACC). The latest version is Night
Noise Policy (Issue 8) - Effective Date: 1st April 2010 to 31st March 2015
This available to download.
http://www.london-luton.co.uk/en/content/8/160/operations.html
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Aerodrome Manual
8.3.3
Section 8
Noise Preferential Routings
Noise preferential routings (NPR) are detailed in the UK AIP and must be strictly adhered by
all operating aircraft. The NPR applies to a height of 3000 feet (4000 feet 2330 0600
Local).
Noise Monitoring Terminals (NMT) are located at 3.5 nautical miles from the start of the
take-off run for each runway. LLAOL applies a penalty system to departing aircraft that
exceed set noise levels.
LLAOL utilises digital technology to monitor aircraft noise and track keeping compliance.
8.3.4
Engine Ground Running
The LLAOL Policy for engine ground runs is detailed within the Operations Safety
Instructions and UK Aeronautical Information Publication (AIP).
8.4
All procedures for runway availability are contained within NATS documentation.
8.5
The full procedures for alerting the emergency services are contained within the LLAOL
Emergency Orders and MATS Part 2.
8.5.1
Alerting Procedures
A direct Crash Alarm is in place to alert the airport RFFS. A conference call type of system
is in place called ONMI-Crash which is used to alert the external agencies in the event of an
emergency incident. The system is tested at least three times a week.
8.5.2
Procedures for Unserviceability
In the event of the OMNI-Crash system being unserviceable the landline network system will
be used in the conventional way.
8.5.3
Emergency Categories
Specific definitions of each category are contained within the LLAOL Emergency Orders and
MATS Part 2. The categories are;
Aircraft Accident
Aircraft Accident Imminent
Aircraft Ground Incident
Full Emergency
Local Standby
Weather Standby
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Aerodrome Manual
Section 9
SECTION 9 COMMUNICATION & NAVAIDS
Contents
9.1
9.2
9-1
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Aerodrome Manual
9.1
Section 9
The provision of all communications and navigational aids and equipment are
detailed in NATS documents and maintained on behalf of LLAOL.
9.2
The provision of all communications and navigational aids and equipment are
detailed in NATS documents and maintained on behalf of LLAOL.
9-2
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AERODROME MANUAL

London Luton Airport Operations Limited 2001

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