SMS INCORPORATING THE
AERODROME MANUAL
(Doc No’s: CIMS/RCA/DA/GT 11.0
& CIMS/RCA/DA/GT 12.0)
Default Review Period
Next Review Due
12 Months
March 2016
Specialist Review Requirements
Document Number
Document Version
Retention Period
Security Status
None
CIMS/RCAM/DA/GT 11.0 & 12.0
Version 1.0
3 Years
COMPANY CONFIDENTIAL
Document Approvals
Author
Airfield General Manager
23/03/2015
Process Owner
Airfield General Manager
23/03/2015
CIMS/RCA/DA/GT 11.0 & 12.0
SMS Incorporating
The Aerodrome Manual
AMENDMENTS
Issue
Date
Description
Prepared &
Checked By
Checked by
0.1
DRAFT
01/10/2014
First Draft for Review
AW
PR
0.2
DRAFT
17/11/2014
Second Draft
AW
AW/PR
0.3
DRAFT
22/12/2014
Corrected Layout
AW
DE-CAA
0.4
DRAFT
05/01/2015
Updates as requested by CAA Pre-licensing
AW
DE-CAA
1.0
23/03/2015
First Issue
AW
AW/PR
Uncontrolled when printed
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0.1
SMS Incorporating
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T ABLE OF C ONTENTS
CHAPTER
TITLE
PAGE NO
Amendment Record
2
Table of Contents
Scope and Objectives
Document Change and Control
Document Distribution
Glossary of Terms
Abbreviations
Reference Documents
1-5
6
6
6
Section 0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
7-10
10-11
12
Section 1 – Safety Management System Principles
1.0
Introduction
1.1
Summary of Key SMS Principles
1.2
Corporate Approach
1.3
Safety Priority
1.4
Safety Culture
1.5
Safety Benefits
1
2
3
3-4
4-5
5
Section 2 – Safety Policy
2.0
2.1
2.2
2.3
2.4
Safety Policy
Safety Policy - Aircraft Operations
Safety Policy – Employees
Safety Policy – General Public
Safety Summary Statement
1-2
2
2-3
3-4
4
Section 3 – Safety Aims
3.0
3.1
3.2
Safety Objective
Safety Levels
Standards and Compliance
1
1
1-2
Section 4 – Safety Responsibilities
4.0
Overview of Safety Responsibilities
4.1
Safety Responsibilities
4.2
Safety Manager
4.3
Reports to Board
4.4
Accountabilities
4.5
All Managers and Supervisors
4.6
Management Systems Manager,
H&S Advisor,
Environmental Advisor
4.7
Competency
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1-2
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Section 5 – Safety Procedures
5.0
Consultation and Cooperation
5.1
Communications
5.2
Communications Content
5.3
Risk Management
5.4
Risk Assessment Process
5.5
Hazard Identification
5.6
Hazard Analysis
5.7
Safety requirement
5.8
Mitigation
5.9
Severity/probability/risk classification
5.10
Remarks
5.11
Assurance
5.12
Records
5.13
Risk Assessment and Mitigation Documentation
5.14
Management of Change
5.15
Responsibility
5.16
Completion of Forms
5.17
Impact Analysis
5.18
Contracted Services
5.19
Responsibilities
5.20
Contractor Standards
5.21
Procedures
5.22
Monitoring of Contractors
5.23
Documents
5.24
Document Content
5.25
Document Relationship
1
1-2
2
2
2
2-3
3-9
9
9
10
10
10
10
10-11
11
11
12
12
12-13
13
13
13
13
14
14
14
Section 6 – Safety Assessment and Assurance
6.0
Safety Assessment
6.1
Safety Assessment Records
6.2
Records to be retained
6.3
Safety Assurance Documentation
6.4
Training Records
1
1
1-2
2-3
3
Section 7 – Performance Review
7.0
Introduction
7.1
Monitoring
7.2
Responsibility for monitoring
7.3
Proactive Monitoring
7.4
Reactive Monitoring
7.5
Records of Monitoring
7.6
Non-Compliance
7.7
Inspections
1
1
1
2
2
2
2
2-3
Uncontrolled when printed
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Section 8 – The Safety Learning Process
8.0
Safety Significant Events
8.1
Purpose of Reporting
8.2
Reporting Procedure
8.3
Investigation
8.4
Report Findings
8.5
Safety Promotion
8.6
Lesson Dissemination
8.7
Safety Improvement
1
1
1-2
2
2
2-3
3-4
4
Section 9 – Safety Reporting System
9.1
Safety & Security (S&S) Reporting System
9.2
The RCA OSHENS System (Reserved)
1
1
Section 10 - Introduction
10.0
10.1
1
1-2
Aerodrome Licence
Forward by the Licensee
Section 11 – Technical Administration
11.0
Aerodrome Information
11.1
Operational Organisation Chart/Roles
11.2
Safety Policy
11.3
Safety Accountabilities of Officer in Charge and
Other Senior Aerodrome Operational Staff
11.4
Safety Management Structures
11.5
Order and management seniority in the absence of
key personnel
11.6
Prohibition of Flight
11.7
Safety Related Committees
11.8
External Emergency Planning Committee
11.9
Internal Emergency Planning Committees
11.10
Airside Safety Committee
11.11
Airfield Monthly Management Meeting (AMMM)
11.12
Regional & City Airports Management Meeting
11.13
Operational Performance Meeting
11.14
Local Runway Safety Team (LRST)
Section 12 – Aerodrome Characteristics
12.0
Aerodrome Location
12.1
Aerodrome Availability
12.2
Aerodrome Plan
12.3
Obstacles
12.4
Chart and Survey Information
12.5
Declared Distances
12.6
Taxiways
12.7
Re-Declared Distances
12.8
Surface Details
12.9
Allocated engine run zones
12.10
Procedures
12.11
Engine Runs on the Apron
12.12
Engine Power Runs
Appendix A
Engine Ground Run Zones
Uncontrolled when printed
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1-2
1-10
11
12
12
13
13
14
14
15-16
16-17
17
17
18-19
19-20
1
1
2
3
4
5
5
5-6
7-9
9
9
9
9-10
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Section 13 – Operational Procedures
13.1
Air Ground Communications Service (AGCS)
13.2
Aerodrome Inspections
13.3
Surface Area Cleanliness
13.4
Meteorological Information
13.5
Low Visibility Procedures (Reserved)
13.6
Runway Surface Friction Conditions
13.7
Aerodrome Facilities Reporting
13.8
Aviation Activities
13.9
Procedure for Recording Aircraft Movements
13.10
The Control of Works
13.11
Control of Access to Aerodrome
13.12
Aviation Fuel Safety
13.13
Accident and Incident Reporting
13.14
Removal of Disabled Aircraft
13.15
Aerodrome Snow Plan
13.16
Wildlife Hazard Control Plan
13.17
Aerodrome Safeguarding
13.18
Wind Turbines
13.19
Runway Incursion Prevention
13.20
Monitoring Third Parties
1
1-3
3
3
4
4
4-5
5
5
6-8
8-9
9-10
10-11
11
11
11-12
12
12-13
13
13
Section 14 – Visual Aids
14.0
14.1
14.2
14.3
14.4
14.5
14.6
1
1
1
1
1
1-2
2
Aerodrome Ground Lighting
Description of Visual Aids & Lighting Plan
Brilliancy Settings
Standby Power Arrangements
Routine Flight Inspections
Responsibility for Obstacle Lighting
Maintenance of Visual Aids
Section 15 – Rescue and Fire Fighting Services
15.0
General
15.1
Depletion of RFFS
15.2
Appliances
15.3
Staffing Levels
15.4
Table of Media
15.5
Fire Station Procedures
15.6
Call Out Procedures
15.7
Response Times and Exercise Turnouts
15.8
Training
15.9
RFFS Emergency Response Commitments
15.10
1000m Response Assessments
15.11
Landside Aircraft Incidents
15.12
Domestic Incidents
15.13
Additional Water for use in FireFighting Operations
15.14
Flights Not Requiring a Licensed Facility
15.15
Response in Abnormal Conditions
15.16
Use of 121.6MHz VHF
15.17
Personal Equipment
15.18
Radio Communications
15.19
Inspection and Testing of Appliances and
Equipment
Uncontrolled when printed
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1-2
2
2
2-3
3
3
3
3-4
4
4
4-5
5
5
6
6
6
6
6
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CIMS/RCA/DA/GT 11.0 & 12.0
15.20
15.21
15.22
15.23
15.24
15.25
15.26
15.27
15.28
Inspections
Medical Services
Ambulances
First Aid
Scale of Medical Services
Selection of Personnel (Medical)
Emergency Lighting
Casualty Shelters and Blankets
Mortuary Facilities
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7
7
7
7-8
8
8
8
8
8
Section 16 – Emergency Planning
16.0
Integrated Management Response to an Accident / 1-2
Emergency
Section 17 – Air Traffic Services
17.0
Air Traffic Management
17.1
Runway in Use
17.2
Noise Abatement Procedures
17.3
Alerting the Emergency Services
1
1
1
1
Section 18 – Communications and Navaids
18.0
Ground Radio Communications
18.1
Radio Navigational and Landing Aids
1
1
Uncontrolled when printed
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0.2 - SCOPE AND OBJECTIVES
The requirements for the Aerodrome Manual are defined by the Air Navigation
Order (ANO) Article 103 and Schedule 14. It is a requirement of the Aerodrome
Licensee to maintain this Manual in accordance with CAP 168 Chapter 2.
The Aerodrome Manual will be regarded by the Civil Aviation Authority as the
primary indication of the standards likely to be achieved by the Aerodrome
Operator. It must be available for reference by all aerodrome operational staff
employed by the Aerodrome Operator, airlines, concessions and other
operators whose duties require them to have access to the aerodrome apron
and manoeuvring area.
The purpose of this manual is to demonstrate how the Airfield Authority will
discharge its safety responsibilities to secure the safe operation of the
aerodrome. It will set out the policy and expected standard of performance and
procedure by which these targets will be achieved. It describes the structure of
the Airfields management and accountabilities for safety. The Manual contains
instructions from the aerodrome licensee to the aerodrome operational staff,
details of the aerodrome physical characteristics and any significant difference
from the standard requirements of CAP 168, and of agreement reached
between the licensee and the Civil Aviation Authority concerning these
differences.
The Safety Management System is the lead document encompassing all local
safety and operational procedures, some of which will be published separately,
for example Airfield Emergency Orders, Airfield Operations Procedures,
Operational Instructions.
.
0.3 - DOCUMENT CHANGE AND CONTROL
The Airfield undertakes
Document Management
describes how all users
that forms part of the
System).
all document changes and controls in line with the
Governance Document CIMS/RCA/DA/GT/1.0 which
prepare, review and issue procedural documentation
Airfield’s CIMS (Company Integrated Management
0.4 - DOCUMENT DISTRIBUTION
HOLDER
Library copy held on Daedalus Airfield Website (accessible to approved users)
SRG (via E-mail/CD ROM)
Uncontrolled when printed
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0.5 – GLOSSARY OF TERMS
Accident
An unintended event or sequence of events that cause death, injury
environmental or material damage.
Accountability
The obligation to give account for the control and discharge of
responsibilities.
Accountable
Held to give account for discharge of responsibilities.
Aerodrome
Any area of land or water designed, equipped, set apart or commonly used
for affording facilities for the landing and departure of aircraft and includes
any area or space, whether on the ground, on the roof of a building or
elsewhere, which is designed, equipped or set apart for affording facilities
for the landing and departure of aircraft capable of descending or climbing
vertically, but shall not include any area the use of which for affording
facilities for the landing and departure of aircraft has been abandoned and
has not been resumed.
Aerodrome Elevation
The elevation of the highest point of the landing area. This is the highest
point of that part of the runway used for both landing and take-off; see also
‘landing area’.
Aerodrome Reference
Point
The aerodrome reference point is the geographical location of the
aerodrome and the centre of its traffic zone where an ATZ is established.
Apron
A defined area on a land aerodrome provided for the stationing of aircraft for
the embarkation and disembarkation of passengers, the loading and
unloading of cargo, and for parking.
Clearway
An area at the end of the take-off run available and under the control of the
Aerodrome Licensee, selected or prepared as a suitable area over which an
aircraft may make a portion of its initial climb to a specified height.
Competence
Knowledge, experience and an ability to apply both.
Crosswind Component
The velocity component of the wind measured at or corrected to a height of
33 feet above ground level at right angles to the direction of take-off or
landing.
Designated Director
The director identified in the appropriate Aerodrome Manual as being
responsible for particular issues.
Hazard
A physical situation, often following from some initiating event, which can
lead to an accident.
Incident
All undesired circumstances and ‘near misses’ which could cause accidents.
Inspection
An inspection is the process of examining, checking or looking at a product
or activity.
Landing Area
That part of a manoeuvring area primarily intended for the landing or takeoff of aircraft.
Main Runway
The runway most used for take-off and landing.
Manoeuvring Area
That part of an aerodrome provided for the take-off and landing of aircraft
and for the movement of aircraft on the surface, excluding the apron and
any part of the aerodrome provided for the maintenance of aircraft.
Mitigation
The methods by which hazards will be eliminated or their effect minimised in
Uncontrolled when printed
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order to achieve the safety requirement.
Monitoring
Checking the effectiveness of systems, procedures, equipment and
personnel.
Movement Area
That part of an aerodrome intended for the surface movement of aircraft
including the manoeuvring area, aprons and any part of the aerodrome
provided for the maintenance of aircraft.
Non-Instrument Runway
A runway intended for the operation of aircraft using visual approach
procedures.
Obstacle
All fixed (whether temporary or permanent) and mobile objects, or parts
thereof, that are located on an area intended for the surface movement of
aircraft or that extend above a defined surface intended to protect aircraft in
flight.
Obstacle Free Zone
A volume of airspace extending upwards and outwards from an inner portion
of the strip to specified upper limits which is kept clear of all obstructions
except for minor specified items.
Occurrence
Includes accidents, incidents and any other event which has safety
implications.
Pro-active
Taking the initiative to control a situation.
Qualitative
Those analytical processes that assess system and aeroplane safety in a
subjective, non-numerical manner.
Quantitative
Those analytical processes that apply mathematical methods to assess
system and aeroplane safety.
Reactive
Taking action subsequent to an event.
Responsibility
Having an agreed duty to control and discharge assigned or implied tasks.
Responsible
Exercising the agreed duty to control and discharge assigned or implied
tasks.
Risk
Is the combination of the probability, or frequency of occurrence of a defined
hazard and the magnitude of the consequences of the occurrence.
Risk Assessment
Assessment of the system or component to establish that the achieved risk
level is lower than or equal to the tolerable risk level.
Runway
A defined rectangular area, on a land aerodrome prepared for the landing
and take-off run of aircraft along its length.
Runway End Safety Area An area symmetrical about the extended runway centreline and adjacent to
(RESA)
the end of the strip primarily intended to reduce the risk of damage to an
aeroplane undershooting or overrunning the runway.
Runway Strip
An area of specified dimensions enclosing a runway intended to reduce the
risk of damage to an aircraft running off the runway and to protect aircraft
flying over it when taking-off or landing.
Safety
Freedom from unacceptable risk or harm.
Safety Assessment
A systematic, comprehensive evaluation of an implemented system to show
that the safety requirements are met.
Uncontrolled when printed
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Safety Audit
A systematic and independent examination to determine whether safety
related activities and related results comply with planned arrangements and
whether these arrangements are suitable to achieve safety objectives and
are implemented effectively.
Safety Case
A documented account of the evidence, arguments and assumptions to
show that system hazards have been identified and controlled, both in
engineering and operational areas, and that qualitative and quantitative
safety requirements have been met.
Safety Objectives
A planned and considered goal that has been set by a design or project
authority.
Safety Policy
The fundamental approach to managing safety and that it is to be adopted
within an organisation and its commitment to achieving safety.
Safety Management
System
The systematic management of the risks to achieve high levels of safety
performance.
Safety Requirements
The requirements for safety features to be met by a system.
Severity
The potential consequences of a hazard.
Shoulder
An area adjacent to the edge of a paved surface so prepared as to provide a
transition between the pavement and the adjacent surface for aircraft
running off the pavement.
Stop way
A defined rectangular area at the end of the take-off run available (TORA),
prepared and designated as suitable area in which an aircraft can be
stopped in the case of an abandoned take-off.
Strip
An area of specified dimensions enclosing a runway and taxiway to provide
for the safety of aircraft operations.
System
A combination of physical procedures and personnel organised to achieve a
function.
Taxiway
A defined path on a land aerodrome establishment for the taxiing of aircraft
and intended to provide a link between one part of the aerodrome and
another including;
a) Aircraft stand taxi lane. A portion of an apron designated as a taxi route
intended to provide access to aircraft stands only.
b) Apron taxiway. A portion of a taxiway system located on an apron and
intended to provide a through taxi route across the apron.
c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle
and designed to allow landing aeroplanes to turn off at higher speeds
than are achieved on other exit taxiways thereby minimising runway
occupancy times.
Taxiway Holding Position
A designated position at which taxiing aircraft and vehicles may be
required to hold in order to provide adequate clearance from a runway,
or another taxiway.
a) Runway Taxi Holding Position. A Taxi Holding Position intended to
protect a runway.
b) Intermediate Taxi Holding Position. A Taxi Holding Position intended to
protect a priority route.
Taxiway Intersection
Uncontrolled when printed
A junction of two or more taxiways.
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The beginning of that portion of the runway available for landing.
0.6 - ABBREVIATIONS
AAIB
ACN
ADF
AGM
AIS
ALARA
ALARP
AO
ASDA
ATS
BCO
BHCP
CAA
CAP
DA
DME
EM
DFT
FA
FOD
GA
GASIL
HAO
HR
HRM
HSE
ICAO
LPA
LDA
LGP
LSA
LVP
MOR
NATS
NOTAM
ON
OFZ
OLS
PCN
PDA
PNdB
PSZ
QSA
RA
RESA
RCAM
RFFS
ROSPA
R/T
Air Accident Investigation Branch
Aircraft Classification Number
Automatic Direction Finder
Airfield General Manager (also used is GM)
Aeronautical Information Service
As Low As Reasonably Achievable
As Low As Reasonably Practicable
Airfield Operations
Accelerate Stop Distance Available
Air Traffic Services
Bird Control Operative
Bird Hazard Control Plan
Civil Aviation Authority UK
Civil Aviation Publication
Daedalus Airfield
Distance Measuring Equipment
Engineering Manager
Department for Transport
Finance Assistant
Foreign Object Debris
General Aviation
General Aviation Safety Information Leaflet
Head of Airport Operations (RCA)
Human Resources
Human Resources Manager
Health and Safety Executive
International Civil Aviation Organisation
Local Planning Authority
Landing Distance Available
Long Grass Policy
Localiser Sensitive Area
Low Visibility Procedures
Mandatory Occurrence Reporting
National Air Traffic Services
Notice to Airmen
Operational Notice
Obstruction Free Zone
Obstacle Limitation Surface
Pavement Classification Number
Pre-Determined Attendance
Perceived Noise Decibels
Public Safety Zone
Quality Safety Audit
Risk Assessment
Runway End Safety Area
Regional and City Airports Management
Rescue and Fire Fighting Services
Royal Society for the Prevention of Accidents
Radio Telephony
Uncontrolled when printed
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RVR
SAD
SAFO
SATE
SHE
SID
SM
SMS
SRG
SNOWTAM
STAR
TDZ
TODA
TORA
TRUCE
UK AIP
VCR
VFR
WC
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Runway Visual Range
Safety Assurance Documentation
Senior Airport Fire Officer
Senior Air Traffic Engineer
Safety, Health and Environment
Standard Instrument Departure
Security Manager
Safety Management System
Safety Regulation Group
Snow State Message to Airmen
Standard Arrival Route
Touch Down Zone
Take Off Distance Available
Take Off Run Available
Training in Unusual Circumstances & Emergencies
UK Aeronautical Information Publication
Visual Control Room
Visual Flight Rules
Watch Commander
Uncontrolled when printed
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0.7 - REFERENCE DOCUMENTS
CAP 32
CAP 168
CAP 232
CAP 360
CAP 382
CAP 393
CAP 413
CAP 493
CAP 637
CAP 642
CAP 670
CAP 683
CAP 699
CAP 700
CAP 738
CAP 748
CAP 760
CAP 764
CAP 772
Annex 10
UK AIP
Licensing of Aerodromes
Aerodrome Survey Requirements
Air Operators Certificates
The MOR Scheme
Air Navigation Order
Radiotelephony Manual
Manual of Air Traffic Services Part 1
Visual Aids Handbook
Airside Safety Management
Air Traffic Services, Safety Requirements
Procedure for Runway Friction Monitoring Classification & Monitoring
Standards for the Competence of RFFS Staff
Operational Safety Competencies
Safeguarding of Aerodromes
Aircraft Fuelling and Fuel Installation Management
Guidance on the Conduct of Hazard, Identification, Risk Assessment and
the Production of Safety Cases
CAA Policy and Guidelines on Wind Turbines
Aerodrome Bird Control
Aeronautical Communications
ICAO Annex 14 (3rd Edition)
CIMS/RCA/DA/AO/0.0
CIMS/RCA/DA/AO/9.0
CIMS/RCA/DA/AO/4.0
Uncontrolled when printed
Aerodrome Part 1 and Part 2
Airfield Operational Procedures
Safeguarding Procedure
RFFS Procedures
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INTENTIONALLY BLANK
Uncontrolled when printed
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GT 11.0 – SAFETY MANAGEMENT SYSTEMS
SAFETY MANAGEMENT SYSTEM PRINCIPLES
1.0
Introduction
1.0.1
‘Safety Management’ is an integral part of aviation vocabulary. Across the industry
a degree of confusion is evident as operational staff seeks to understand the
requirements of safety management.
1.0.2
Simply, it is the management of safety. It is about having policies, procedures and
mechanisms in place to ensure that safety is given first priority and is managed in
an orderly and not an ‘ad-hoc’ manner. Safety management is the systematic
organisation of policies, procedures, personnel and other resources in order to
provide safe operational services.
1.0.3
These principles are intended to ensure that all system components (human,
equipment and procedural) co-operate to meet the highest possible standards of
safety consistent with the legal duty of care.
1.0.4
Safety Management is a constantly evolving and developing technique. The
possibility of improving safety will always be present. This Manual is intended to
guide and build upon industry ‘Good Practice’ to achieve a working operation and
environment as safe as is reasonably practicable and realistically possible.
1.0.5
This systematic management of safety is intended to contribute to a safe aviation
environment thereby contributing to the interests of customers, shareholders,
management and staff. Safety Management will continue to evolve at the Airfield in
the light of experience and all personnel are encouraged to contribute to this
developing process.
Uncontrolled when printed
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1.1
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Summary of Key SMS Principles
POLICY
ORGANISING
AUDITING
PLANNING &
IMPLEMENTING
MEASURING
PERFORMANCE
REVIEWING
PERFORMANCE
The above diagram outlines the key principles of Safety Management
1.1.1
Policy
The commitment of the organisation to safety and the direction to be followed.
1.1.2
Organising
The means by which the management, personnel, equipment and procedures will
contribute to the achievement of safety policy. This will include other Airfield
documents such as the RFFS Manual and the Aerodrome Manual.
1.1.3
Planning and Implementing
Using the Safety Management System to manage the safety risks.
1.1.4
Measuring Performance
By comparing the performance with the agreed standards.
1.1.5
Audit and Review
Learning and improving from experience. This Manual seeks to outline how the
Airfield will adopt and fulfil the above principles.
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1.2
Corporate Approach
1.2.0
The Airfield operates with various levels of management including the Licenced
Operator, Managing Agent, Senior Stakeholders and Land Owner; known as the
‘Airfield Authority’ and referred to in this section as ‘Board level’. This viewed as the
senior level of management associated with the decision making and budgetary
authority for operating the Airfield.
1.2.1
It is recognised that the priority attached to safety at Board level will impact on the
company safety culture. Safety is a priority matter at Board level where decisions
affecting matters of safety significance are reviewed. The AGM is the Board
member with direct responsibility for safety matters and for bringing these matters
to the attention of other Board Members.
1.2.2
The Board is fully aware that safety incidents can impact seriously on business
performance and therefore every endeavour is made to ensure that safety is
afforded the appropriate priority and assumes an integral part of the business
strategy.
1.2.3
A healthy workforce will be more enthusiastic about and committed to work. It is
therefore the policy of the Airfield Authority to make a positive contribution towards
the health and wellbeing of all personnel.
1.2.4
The Airfield Authority acknowledges that a proactive approach to safety
management is essential. To this end the Airfield Authority’s business plan is
appropriately resourced to ensure that the Airfield is able to operate safely and
develop a robust company Safety Management System.
1.2.5
A quarterly report will be submitted to the Board and will include statistics and
analysis of accidents, incidents and safety significant occurrences and events.
1.2.6
The Airfield Authority will seek to implement good industry practice in developing a
proactive safety culture.
1.2.7
Organisational elements such as ATS, Ramp Control, RFFS and Engineering
responsibilities interface with many operational functions carried out by other
Airfield / RCA departments. Therefore all organisational elements for safety
management are fully integrated into the overall Airfield operational safety
management system.
1.3
Safety Priority
1.3.1
Safety is to be afforded the highest priority and appropriate resources are to be
applied to safety related activities in pursuit of this policy.
1.3.2
It is recognised that the priority attached to safety at Board level will impact on the
company safety culture. In seeking to promote a safety culture, the Board will give
priority and treat with gravity, all issues where decisions affecting matters of safety
significance are reviewed.
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1.3.3
As evidence of the priority and importance attached to safety matters, the Board
will take all reasonable steps to promote a safety culture. This will be a culture of
openness, sound communications and learning from experience.
1.3.4
The Airfield Authority attaches priority to its objective of having a continual
improvement in all matters related to safety.
1.3.5
The Airfield Authority`s business plan will be appropriately resourced to ensure that
the airfield is able to operate safely and facilitate a Safety Management System.
1.3.6
It is Airfield Authority policy to give safety absolute precedence over any
commercial, operational, environmental and working practice pressure. The Board
will lead this process and ensure that its example is pursued throughout the Airfield
operation.
1.3.7
The integrity of the Safety Management process demands that all risks to safety
are managed as a matter of priority and that they are managed effectively. Risk
management will therefore be integral in all processes affecting safety and will
therefore be afforded priority.
1.3.8
Any failure to achieve a safe Airfield operation is likely to be costly in terms of
injury, reputation and financially. It is therefore of paramount importance that at all
levels and within all areas of the Airfield operation, safety is given first priority.
1.4
Safety Culture
1.4.1
The Airfield Authority recognises that safety management is as much about the
whole culture as it is about regulations and procedures. It is therefore imperative
that the concept of safety permeates company thinking from board level
downwards and impacts on every aspect of the business operation.
1.4.2
The safety culture is communicated, in part, by directors, managers and
supervisors setting an example, providing strong leadership and by a visible and
active support of staff.
1.4.3
Important characteristics of a safety culture are:
· disciplined procedures;
· openness;
· sound communications at all levels;
· learning from past experience;
· fairness;
· ‘no blame’;
· sound delegation principles;
· honesty;
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· mutual trust;
1.4.4
It is recognised that a culture cannot be implemented, but can and must evolve with
time. All reasonable steps will be taken by the Airfield Authority to encourage such
evolution.
1.4.5
Business partners at the Airfield are encouraged to contribute towards this safety
culture.
1.4.6
The Airfield Authority will support staff in their endeavours for safety and encourage
freedom of communication and reporting in order to further enhance safety
improvement. Punitive action will not always follow human error although
indemnity cannot be guaranteed where there has been gross negligence.
1.5
Safety Benefits
1.5.1
The Airfield Authority recognises that operational safety is as much an indicator of
business performance as any commercial measure of success in a developing
business.
1.5.2
The cost of accidents and incidents is measured not only in direct financial terms,
but also in possible injuries to people and long term damage to the reputation of the
Airfield.
1.5.3
The Airfield Authority recognises the benefit of a proactive approach to safety and
that it is preferable to an approach which merely reacts when accidents and
incidents have occurred. Prevention is better than cure.
1.5.4
Evidence that safety is a priority issue will increase staff commitment, confidence in
the business, and in turn will assist in promoting company excellence and business
growth.
1.5.5
It is essential to have a proactive Safety Management System. This demonstrates
to shareholders, staff and customers that safety is afforded the highest priority.
1.5.6
Employees will take a more responsible and mature attitude to operational issues
when they perceive that they are making a contribution to the effective
management of safety. This will in turn give confidence to Airfield users whoever
they may be.
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SAFETY POLICY
2.0
Safety Policy
2.0.1
It is the Airfield Authority’s policy to recognise and accept its responsibility to
ensure, as far as is reasonably practicable, that its aerodrome is safe for use by
aircraft. This policy also provides for a safe and healthy working environment for all
employees and all other persons whilst on Airfield Authority premises.
2.0.2
Organise and integrate the functions of the various departments and organisations
into the overall Airfield operational safety management system.
2.0.3
Identify who is accountable and responsible for every aspect of the operation.
2.0.4
Ensure that competent persons are appointed to all safety related posts and that
high priority is given to staff training and development plans.
2.0.5
Comply with or exceed all relevant legislation and regulatory requirements.
2.0.6
Industry good practice will be followed whenever reasonably practical.
2.0.7
Ensure that safety issues are given full consideration in all changes to the
management, equipment systems or operational staffing structure.
2.0.8
Ensure that safety is not compromised or degraded in any way by the introduction
of contractors into any aspect of the operation. Contractors providing services at
the Airfield will be required to demonstrate Safety Management System.
All
contracted services will be managed to ensure that all regulatory and Airfield
requirements are met.
2.0.9
Plan, monitor and audit contracted services by appointed members of the Airfield
Authority Management Team appropriate to the service being provided. Any
evidence of non-compliance with regulatory or Airfield requirements may be used
to remove contractors from site or to stipulate necessary changes in working
practices.
2.0.10
Address all safety issues, identify all safety hazards, manage the associated risks
and reduce these to as low as is reasonably practical.
2.0.11
Give flight safety absolute precedence over any commercial, operational,
environmental and working practice pressure.
2.0.12
Require all organisations contracted to provide services to the Airfield, to
demonstrate compliance with CAA, HSE, DfT and Airfield Authority safety policies,
requirements, regulations and procedures.
2.0.13
Where practicable, maintains and improves safety levels in all operational activities.
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2.0.14
Encourage the participation of all Airfield staff members in the safety improvement
process and incident/occurrence reporting system.
2.0.15
To achieve this policy a proactive approach to safety management, as outlined in
this document, will be adopted to minimise, as far as reasonably practicable, any
contribution to the risk of an aircraft accident.
2.1
Safety Policy - Aircraft Operations
2.1.1
It is the Airfield Authority’s Policy to ensure, so far as is reasonably practicable, that
its aerodromes are safe for aircraft operations, by the following means:
· Maintaining an appropriate Safety Management System and a structure to
manage, supervise and action all aspects of aircraft operations which fall within
the licensee’s areas of responsibility.
· Compliance with regulatory requirements and relevant industry good practice.
· Ensuring the availability of sufficient experienced, trained and competent staff to
meet all regulatory and customer requirements.
· Ensuring that the airfield physical characteristics, facilities and procedures are
adequate for the safe use by aircraft at the intensity and type of operation
conducted at the Airfield.
· Liaising with the CAA on all matters relating to aerodrome development which
may impact on aerodrome safety.
· Operating appropriate Safety Committees which meet regularly.
Committees will aim to promote a ‘good practice’ safety culture.
The
· Consulting with operators, issuing procedures and auditing operations to ensure
the integrity of airside operations.
2.2
Safety Policy – Employees
2.2.1
The Airfield Authority recognises the contribution which people make to its safe and
successful operation. Equally the Airfield Authority accepts that a fit, enthusiastic
and committed workforce, are central to such a contribution. The ultimate aim of
the Airfield Authority is to eliminate accidents and assist in the health improvement
of its personnel.
2.2.2
The Airfield Authority recognises and accepts its responsibility to provide, as far as
is reasonably practicable, a safe working environment for all its employees and to
ensure their safety whilst on Airfield Authority premises.
2.2.3
From a legal viewpoint, ultimate responsibility for safety at work at the Airfield rests
with the Board of Directors. It is also a point of law that all employees have a
responsibility towards themselves and any persons who might be affected by their
acts or omissions.
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The Airfield will meet its responsibilities by the provision and maintenance of the
following:
· Safe plant, equipment and systems of work;
· Safe procedures;
· Safe arrangements for the use, handling, storage and transport of articles and
substances;
· Sufficient information, instruction, training and supervision to enable all
employees to contribute positively to safety and health at work;
· A safe place of work and safe access to and from it;
· A healthy working environment;
· Effective arrangements for joint consultation on safety matters;
· Encouragement of good communications at all levels within the Company;
· Regular monitoring and review.
2.3
Safety Policy – General Public
2.3.1
Airfield Authority policy is to ensure, so far as is reasonably practicable, the safety
of all users of its Airfields including contractors and their staff, tenants and
concessionaires and their staff, passengers, visitors and the general public whilst
on Airfield Authority premises.
2.3.2
The Airfield will meet this responsibility by the following means:
· Recognising that visitors, whoever they may be, will be unfamiliar with many of
the Airfield hazard;
· The provision of a comprehensive information service so that neither
passengers nor visitors are inadvertently subjected to safety hazards;
· Ensuring the provision of adequate resources to ensure that passengers,
including the aged and infirm, are processed through the Airfield terminal without
risk or hazard;
· The maintenance of public areas in a safe condition;
· The maintenance of all Airfield Authority equipment on which cargo, baggage
and passengers/visitors may be conveyed, in an efficient and safe manner;
· A requirement that equipment operated airside by contractors or other third
parties meets the standards detailed in CAP 642;
· Informing contractors, when engaged in construction and or development
projects, that they and their staff have a duty not to endanger the general public
or themselves;
· Informing concessionaires, tenants and other Airfield users and their staff of the
need to comply with the management policies;
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· Ensuring that Public Liability insurance cover is maintained.
2.4
Safety Summary Statement
2.4.1
Whilst all operators and managers of companies that are engaged in aircraft
operations have specific responsibilities for safety, RCAM, as the Licensee of Lee
on Solent Daedalus Airfield has responsibilities to ensure safety, in the widest
sense, on its premises. Whilst not detracting from or diminishing the responsibility
of others, Lee on Solent Daedalus Airfield will require all of its service partners,
contractors and tenants to have written safe working and operating practices and
will encourage and expect the adoption of industry good practice.
x
…………………………………
Signed
17 November 2014
………………………
Dated
Andy Walters
Lee on Solent Daedalus Airfield General Manager
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SAFETY AIMS
3.0
Safety Objective
3.0.1
It is accepted that by their very nature, aviation activities involve a degree of
risk. It is the policy of the Airfield Authority to address all safety issues and to
manage risks effectively.
3.0.2
The Airfield Safety Management System aims to reduce risks as low as
reasonably practicable (ALARP) and make risks visible to the appropriate
management, supervisory or operational level responsible for managing those
risks.
3.0.3
The Airfield Authority objective in respect of safety is to:
· Comply with all regulatory requirements;
· Use aviation industry ‘good practice’ with regard to all safety related issues;
· Continually develop the Safety Management System in the light of industry
development and Airfield experience. Safety objectives will be achieved
using the system described in this manual.
3.0.4
It is therefore the responsibility of each member of staff to strive to reduce the
risk of the inherent hazards and prevent a hazard becoming an active link in a
chain of events that could culminate in an incident or accident.
3.0.5
The company safety culture is intended to encourage a proactive safety
management and operating style which will act to promote, encourage, improve
and reward safety.
3.1
Safety Levels
3.1.1
As stated in earlier parts of this manual, the company intention is that safety
levels should be continually improving as a consequence of the safety
management systems and procedures in place.
3.1.2
Quantitative safety levels are used particularly in safety cases, thereby
enhancing the ability to compare safety levels year on year.
3.1.3
In order to make realistic measurements and therefore comparisons of Airfield
safety levels, it is necessary that adequate safety related data is captured and
analysed. Again, other parts of this manual identify how such data is collected
and used for this purpose.
3.1.4
It will therefore be possible in future years to carry out accurate reviews of
safety data, against the baseline of the early years, under this safety
management
system.
3.1.5
All relevant statistics and information will be communicated to staff and Board
Members.
3.2
Standards and Compliance
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3.2.1
In the first instance it is essential that Airfield Authority procedures and
standards are compatible with all relevant ICAO, European, CAA, HSE, DFT
regulatory requirements. It follows that all work procedures and practices
operated at the Airfield must then be in compliance with the aforementioned
procedures and standards.
3.2.2
The risk assessment, monitoring and audit processes described in this manual
will be used to establish that the above standards and procedures are being
used and proving adequate to meet the regulatory and company requirements.
3.2.3
In due course this process will determine the baseline of the company safety
standards against which subsequent inspections and audits will be made.
3.2.4
Where staff have daily responsibilities for the monitoring of systems and
procedures these are detailed in the various department instructions.
3.2.5
It is the responsibility of the department managers to:
· Be familiar with all regulatory requirements affecting their area of
responsibility;
· Identify and implement relevant procedures and standards introduced by the
various regulatory organisations;
· Establish clear lines of responsibility for each task within their department;
· Ensure that personnel in their departments are competent for their roles;
· Use the systems in this manual to determine the effectiveness and extent of
compliance with these procedures and standards.
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SAFETY RESPONSIBILITIES
4.0
Overview of Safety Responsibilities
4.0.1
As stated in the Technical Administration section.
4.1
Safety Responsibilities
4.1.1
Safety is an integral function of both management and operational staff. All levels
within the organisation are accountable for the safety performance within their
areas of responsibilities.
4.1.2
Safety responsibilities and lines of reporting are identified in the Technical
Administration section.
4.1.3
The operational management structure from Airfield General Manager downwards
is intended to ensure that all aspects of safety are managed.
4.1.4
Central to safety policy is the responsibility allocated to individuals, accountability of
individuals for their actions and the allocation of necessary authority for the
discharge of responsibilities.
4.1.5
It is the responsibility of all Airfield Authority supervisors to monitor safety
performance within their own departments as follows:
· Implementing and developing the safety management system within their
department;
· Carrying out risk assessments in accordance with Airfield Authority procedures;
· Providing assurance that the SMS is being implemented effectively;
· Initiating remedial action following any shortcomings highlighted by the SMS;
· Providing specialist advice and assistance where required;
· Where deemed appropriate, arranging for specialist safety management
training;
· Identifying training needs within their area of responsibility;
· Acting as a proactive focal point for all safety issues within their area of
responsibility.
4.2
Safety Manager
4.2.1
Responsibility:
· The responsibility for safety is discharged between the Airfield General Manager
(AGM) and the RCA Head of Airport Operations (HAO) supported by the
supervisors.
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· In the event that it is appropriate supervisors can always have direct access to
any tier of management, including the AGM and HAO. The allocation of
accountabilities and ‘reporting’ structure ensure that this role is fulfilled.
4.3
Reports to Board
4.3.1
The Airfield General Manager is responsible for compiling a monthly report which is
submitted to the Airfield Authority Board Meeting. This provides data concerning all
incidents occurring at the Airfield.
4.4
Accountabilities
4.4.1
Safety Accountabilities for key staff is detailed in the Technical Administration
section.
4.5
All Managers and Supervisors
4.5.1
General responsibility;
As far as is reasonably practicable. (In addition to their specific responsibilities in
the Technical Administration section):
· Being aware of all current regulatory safety and health issues requirements
appertaining to their area of responsibility;
· The implementation of Airfield Authority Health & Safety Procedures and
Operational Procedures within their area of responsibility;
· Developing a positive approach to safety and health issues;
· Managing the use of equipment by ensuring that appropriate equipment is
installed and maintained;
· Determining the level of competence required by personnel in their area of
responsibility, taking into account Regulatory and Company requirements;
· Ensuring that roles within their area of responsibility are undertaken by
competent persons;
· Analysing training needs in order to meet and maintain competence
requirements;
· Planning appropriate training programmes to include all workplace vehicles,
equipment, procedures and safety relevant to the area of responsibility;
· Assessing the risk of contingencies occurring and developing procedures for
business continuity during such occasions;
· Monitoring and auditing safety performance;
· Coordinating the investigation of incidents and accidents;
· Leading by example;
· Consulting with members within their area of responsibility and team building;
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· Maintaining relevant records on maintenance of equipment, personnel training,
risk analysis, incidents.
4.6
Management Systems Manager, Environment / Sustainability Advisor, H&S
Advisor.
The responsibilities of the Management Systems Manager, Environment /
Sustainability & H&S Advisor are contained within CIMS/RCAM/DA/GT/0.0 section
0.4.4
4.7
Competency
Competence is broadly defined as SQEP (Suitably Qualified & Experienced
Personnel);
· Possessing the requisite knowledge;
· Experience in performing a particular role;
· Ability to apply the knowledge and experience
· In receipt of the required qualification.
4.7.1
The Airfield Authority aims to ensure that competent persons are appointed to all
safety related posts and tasks.
4.7.2
All employees must be competent for their role in the interest of their own health
and safety and that of other people who may be affected by their work. In certain
roles the regulatory authorities stipulate the necessary licensing requirements and
the means whereby competence is obtained, maintained and checked. The Airfield
Authority will comply with all regulatory requirements in this respect.
4.7.3
The Airfield Authority will give high priority to staff training and development plans
in order to ensure the availability of competent staff.
4.7.4
In order to determine the necessary degree of competence for a given role the
accountabilities will be analysed. On a continual basis an analysis of training
needs and subsequent training provision will ensure that all staff are competent for
their roles by virtue of their training, qualifications where appropriate and their
experience.
4.7.5
In every case it is of paramount importance that staff continue to acquire necessary
knowledge and that they are able to apply knowledge correctly.
4.7.6
The monitoring and audit processes are designed to establish compliance with this
requirement.
4.7.7
Whenever staff competence is checked and found to be inadequate to meet
regulatory or Company requirements, action appropriate to the situation, such as
temporary withdrawal from duties, re-training and re-assessment are to be
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undertaken.
4.7.8
It is the responsibility of the Supervisors to consider the following:
· Are the recruitment and placement processes adequate to provide suitable
personnel in all roles?
· Are personnel correctly licensed, if appropriate?
· Is the induction programme sufficiently robust for new personnel joining the
team?
· The adequacy of mechanisms to determine and meet the training requirements
for new staff as well as any equipment, procedure or structural changes;
· Is refresher training appropriate to maintain competency?
· The adequacy of arrangements to ensure competent cover for staff absences,
particularly those with safety critical roles;
· Is the training for dealing with contingencies relevant?
· Is the training effective?
· The motivation of staff.
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SAFETY PROCEDURES
5.0
Consultation and Cooperation
5.0.1
It is a legal requirement for all employees in to be consulted about those workplace
health and safety issues which affect them.
5.0.2
The Airfield Authority recognises not merely its legal responsibility but also the
principle that when the workforce are enabled to make informed contributions on
safety issues generally, then the whole safety and working environment will be
enhanced.
5.1
Communications
5.1.1
Despite the mechanisms available for communicating, there is too often a failure to
communicate in organisations and within areas of responsibility.
5.1.2
The Airfield Authority wishes communications to be effective in all directions within
the Airfield;
· From senior management and supervisors to staff;
· From staff to supervisors and senior management;
· Between areas of responsibility;
· Inwards from other bodies;
· Outwards to other bodies;
· Between operational staff, particularly in terms of ‘handing over’ information to
staff coming on duty, staff returning from leave or returning from other periods of
absence.
5.1.3
It must not be forgotten that apart from the technical means of communicating, the
‘behaviour of people’ within the Organisation, will normally communicate a powerful
message. In particular, the behaviour of management and supervisors will either
support or undermine the written and spoken word.
5.1.4
It is the responsibility of the Supervisors to establish mechanisms within their area
of responsibility as follows:
· Means of communicating and consulting with individual members of the team on
a frequent and regular basis;
· Provision for staff suggestions to be received;
· Establish task Groups with responsibilities for devising procedures, assessing
risks, measuring performance and solving particular problems.
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5.1.5
This will encourage staff members to take an active part in improving procedures
and safety processes.
5.2
Communications Content
5.2.1
It is the responsibility of the Supervisors to ensure that the Airfield Authority Safety
Policy is understood and implemented throughout the Company. Managers and
Supervisors must communicate the following;
· The meaning and purpose of the Safety Policy;
· The beliefs and values underpinning Safety Policy;
· The commitment of Senior Management to the policy;
· The thinking behind standards, procedures and systems;
· The intent of safety improvement processes;
· Factual information which will help to secure the commitment of employees;
· Willingness to listen to staff suggestions;
· Reports on Company performance;
· Lessons learned from incidents and accidents.
5.3
Risk Management
5.3.1
See CIMS/RCA/DA/GT/6.0.
5.4
Risk Assessment Process
5.4.1
In order to manage risks, it is first necessary to identify the potential hazards
together with the likelihood of their impact occurring. The consequent outcome is
then considered together with appropriate mitigation and management measures.
5.4.2
Good industry practice is to be used in the hazard identification and risk
assessment practice. The process involves reviewing the effect of an event
combined with the probability of that event occurring.
5.4.3
Risk assessment is relevant as an ongoing process AND when there is change.
This section is relevant in both of these circumstances. In order to formally assess
the significance of change in relation to change of personnel, equipment and
procedures, the change of procedure plan is to be followed.
5.4.4
CAP 760 provides useful guidance on this topic.
5.5
Hazard Identification
5.5.1
This is to ensure that the new proposal or change has been properly thought
through with a conscious effort to identify any risks which it may entail.
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5.5.2
The methodology is straightforward. A small group of appropriately experienced
people are to identify where potential hazards, including failures, may exist with
personnel, equipment or procedures.
5.5.3
Some of the methods of identifying hazards may need lateral thinking by people
who are unencumbered by past ideas and experiences.
5.5.4
The following methods are used to identify hazards:
· Checklists;
· Judgement based on previous experience;
· Records and trend analysis;
· Brainstorming meetings;
· Systems analysis, which looks at gaps in how systems are working;
· Scenario analysis, which imagines possibilities for hazard or error.
5.5.5
Note, the hazard identification process is used to identify potential safety hazards,
not inconveniences or aspects that may impact only on the effectiveness or
efficiency of a new or modified procedure.
5.6
Hazard Analysis
5.6.1
The hazard analysis represents a progression from the identification of hazards into
a more detailed analysis. Again, it is to consist of a ‘Group review’ with the same
type of participation as the identification process but using a "what if…? so
what…?" technique. Each hazard is analysed as follows:
5.6.2
Identified Hazard.
· State the hazard identified.
5.6.3
Incident sequence.
· Identify the circumstances under which a hazard might occur and provide detail
of the likely sequence of events leading to a compromise in safety. This means
that some of the identified hazards may be dismissed as unrealistic under the
circumstances; these are to be documented, together with the reasons.
5.6.4
Severity/probability/risk classification.
· Assess the unmitigated hazard severity category along with the anticipated
probability/likelihood, which will normally be qualitative and based on the
experience of the team involved. These two parameters combined identify an
associated risk classification in association with the tables below.
5.6.5
A Risk Assessment should be completed using the tables below.
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Table 1
SEVERITY / CONSEQUENCE MITIGATION LEVEL (as defined by CAP760 - Guidance of Hazard
Identification, Risk Assessment and the Production of Safety Cases)
NO EFFECT
IMMEDIATELY
(NEGLIGABLE)
No immediate effect on safety
No direct or low safety impact. Existing safety barriers come into play to avoid the
event turning into a significant incident or accident.
SIGNIFICANT
INCIDENTS
(MINOR)
Significant Incident involving circumstances indicating that an accident, a serious
or major incident could have occurred, if the risk had not been managed within
safety margins, or if another aircraft had been in the vicinity. A significant
reduction in safety margins but several safety barriers remain to prevent an
accident. Reduced ability of the flight crew or air traffic control to cope with the
increase in workload as a result of the conditions impairing their efficiency. Only
on rare occasions can the occurrence develop into an accident. Nuisance to
occupants of the aircraft or staff/members of public at the aerodrome.
MAJOR
INCIDENTS
(MAJOR)
A Major Incident associated with the operation of an aircraft, in which safety of
aircraft may have been compromised, having led to a near collision between
aircraft, with ground or obstacles.
A large reduction in safety margins. The outcome is controllable by use of existing
emergency or non-normal procedures and/or emergency equipment. The safety
barriers are very few approaching none. Minor injury to occupants of the aircraft
or staff/members of public at the aerodrome. Minor damage to aircraft or major
aerodrome facilities may occur.
SERIOUS
INCIDENTS
(HAZARDOUS)
Serious Incidents as defined in Council directive 94/56/EC1 for air traffic services.
For the aerodrome, an event where an accident nearly occurs. No safety barriers
remaining. The outcome is not under control and could very likely lead to an
accident. Damage to major aerodrome facilities. Serious injury to staff/members
of public at the aerodrome.
Accidents as defined in Council directive 94/56/EC1 for air traffic services.
ACCIDENTS
Also includes loss of or substantial damage to major aerodrome facilities. Serious
(CATASTROPHIC)
injury or death of multiple staff/members of public at the aerodrome.
1.
As defined in Council directive 94/56/EC of 21 November 1994 establishing the fundamental principles
governing the investigation of civil aviation accidents and incidents, OJ L 319 of 12 December 1994, p. 14-19. See
the Glossary in CAP 760 for definitions of Accident and Serious Incident taken from the Council directive
reference. Major Aerodrome Facilities may include: Aerodrome buildings and hangars, fuel installations, air
traffic service equipment installations, the runway and lighting system, principle taxiways, rescue service
vehicles, service vehicles etc.
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Table 2
PROBABILITY / LIKELIHOOD MITIGATION LEVEL (as defined by CAP760 - Guidance of
Hazard Identification, Risk Assessment and the Production of Safety Cases)
EXTREMELY
IMPROBABLE
EXTREMELY
REMOTE
REMOTE
REASONABLY
PROBABLE
FREQUENT
(Qualitative Definition) - Should virtually never occur.
(Quantitative Numerical Definition) - < 10-9 per hour.
(Quantitative annual/daily equivalent (approximate) Definition) - Never
(Qualitative Definition) - Very unlikely to occur.
(Quantitative Numerical Definition) - 10-7 to 10-9 per hour.
(Quantitative annual/daily equivalent (approximate) Definition) - Once in 1000
years to once in 100,000 years
(Qualitative Definition) - Unlikely to occur during the total operational life of the
system.
(Quantitative Numerical Definition) - 10-5 to 10-7 per hour.
(Quantitative annual/daily equivalent (approximate) Definition) - Once in 10 years
to once in 1000 years
(Qualitative Definition) - May occur once during total operational life of the
system.
(Quantitative Numerical Definition) - 10-3 to 10-5 per hour.
(Quantitative annual/daily equivalent (approximate) Definition) - Once per 40
days to once in 10 years
(Qualitative Definition) - May occur several times during operational life.
(Quantitative Numerical Definition) - 1 to 10-3 per hour.
(Quantitative annual/daily equivalent (approximate) Definition) - Once per hour
to once in 40 days
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.
Table 3
PROBABILITY OF OCCURRENCE / LIKELIHOOD
RISK MATRIX
ACCIDENTS
ESARR 4 SEVERITY / CONSEQUENCE
(CATASTROPHIC)
SERIOUS
INCIDENTS
(HAZARDOUS)
MAJOR
INCIDENTS
(MAJOR)
SIGNIFICANT
INCIDENTS
(MINOR)
NO EFFECT
IMMEDIATELY
(NEGLIGABLE)
EXTREMELY
IMPROBABLE
EXTREMELY
REMOTE
REMOTE
REASONABLY
PROBABLE
FREQUENT
5
10
15
20
25
REVIEW
UNACCEPTABLE
UNACCEPTABLE
UNACCEPTABLE
UNACCEPTABLE
4
8
12
16
20
ACCEPTABLE
REVIEW
UNACCEPTABLE
UNACCEPTABLE
UNACCEPTABLE
3
6
9
12
15
ACCEPTABLE
ACCEPTABLE
REVIEW
UNACCEPTABLE
UNACCEPTABLE
2
4
6
8
10
ACCEPTABLE
ACCEPTABLE
ACCEPTABLE
REVIEW
UNACCEPTABLE
1
2
3
4
5
ACCEPTABLE
ACCEPTABLE
ACCEPTABLE
ACCEPTABLE
REVIEW
RAG (Risk Action Grading) score = Severity x Probability
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Table 4
RISK CLASSIFICATION / TOLERABILITY MATRIX
GRADE
ACCEPTABLE
REVIEW
UNACCEPTABLE
TOLERABILITY
The consequence is so unlikely or not severe enough to be of concern. The
risk is tolerable and the Safety Objective has been met. However,
consideration should be given to reducing the risk further to As Low As
Reasonably Practical (ALARP) in order to further minimise the risk of an
accident or incident.
The consequence and/or likelihood is of concern; measures to mitigate the
risk to ALARP should be sought. Where the risk still lies within the 'Review'
region after ALARP risk reduction has been undertaken, then the risk may
be accepted provided that the risk is understood and has the endorsement
of the individual ultimately accountable for safety within the organisation.
The likelihood and/or severity of the consequence is intolerable. Major
mitigation or redesign of the system may be necessary to reduce the
likelihood or severity of the consequences associated with the hazard.
GUIDANCE: Where several different hazards may all lead to the same consequence
(accident/incident) - i.e. fifty hazards that all lead to the same undesirable consequence e.g.
'extremely remote'; consideration should be paid to the probability of the consequence
occurring that may move the consequence from 'Acceptable' to the 'Review' or
'Unacceptable' regions of the table. Assumption may be made that more than 50 of the same
level of hazard consequences should move the overall consequence probability up by one
classification - i.e. from 'Extremely Improbable' up to 'Extremely Remote'.
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Table 5
RISK OWNERSHIP & ACTION GRADING
RISK OWNER
Assessor
Supervisor
Supervisor / AGM
RISK RATING
(FROM/TO)
0
2
6
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1
5
11
GRADE
ACTIONS TO BE TAKEN
(T) TRIVIAL
No initial action but the facts must be
recorded. The assessment may need
conformation or planned review. The only
exception must be when the consequences
are fatal or write-off and the assessment
team needs to reconsider their judgement
on the overall grading.
(L) LOW
Any action should be possible at local level
and attempts made where reasonably
practicable to reduce the risk into the
'Trivial' category.
(M) MEDIUM
The action in this band will depend on the
level of authority of individual managers
and cooperation of employees. The idea is
to move down a grade as soon as
reasonably practicable but a factor in such
a decision may be the need to clear highrisk or even affect far more low-risk areas,
giving a better overall environment for
employees.
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AGM/HAO
12
20
(H) HIGH
Every effort should be made to reduce this
risk by at least one grade, i.e. 'Medium'.
Action should be taken urgently by the
manager to alert all employees to the level
of risk and action proposed to reduce such
a level of risk.
HAO
25
25
(I) IMMEDIATE
The activity MUST be STOPPED and
IMMEDIATE action taken to prevent certain
fatality, or total loss.
5.7
Safety requirement.
5.7.1
State the safety requirement - what is trying to be achieved through mitigation?
5.8
Mitigation.
5.8.1
State the mitigation of hazards or methods by which hazards will be eliminated to
achieve the safety requirement. For example;
· Re-design solutions;
· Changing Standard Operating Procedures;
· Ongoing reviews of the activity or task;
· Recurrent training;
· Improved supervision;
· Targeted safety information or advice;
· Contingency planning;
· Improved maintenance;
· Limit exposure to the risk.
5.8.2
All mitigation should be in place before the implementation date. Exceptionally,
where the operational needs dictate, a change may be implemented before all
mitigation is in place provided that the reason for this is justified and sanctioned by
the relevant risk owner end endorsed, where appropriate, by the Airfield General
Manager/RCA Head of Airport Operations.
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5.9
Severity/probability/risk classification.
5.9.1
Re-assess after mitigation and states the revised parameters and classification.
5.10
Remarks.
5.10.1
Any relevant comments.
5.11
Assurance
5.11.1
This provides assurance that all the actions necessary to implement the required
mitigation have been carried out. Where there are outstanding actions these must
be resolved before the change is implemented to close the audit trail loop.
5.12
Records
5.12.1
All cases are to be retained on file. This will assist management teams when
tracing data and also aids the audit process. All Airfield Authority staff using the
risk assessment process are required to ensure that comprehensive records of all
risk assessments are maintained in an auditable manner.
5.13
Risk Assessment and Mitigation Documentation
5.13.1
Records the results and conclusions of the risk assessment and mitigation process
of a new or changed safety significant system, and that this documentation is
maintained throughout the life of the system.
5.13.2
Each area of responsibility has documentation to include a full hazard analysis,
mitigation factors and techniques leading to a ‘Safety Risk Register’, which can be
interpolated, into ALARP/ALARA.
5.13.3
The SMS is intended to ‘build defences’ and is modelled on the reason approach
but is, and will, as far as practicable, remain ‘qualitative’. However the ‘Safety Risk
Register’ approach will be used to prove a ‘semi quantitative’ argument.
5.13.4
The “Safety Risk Register’ will form the basis of the ‘safety assurance’
documentation (sometimes called a safety case).
5.13.5
Each area of responsibility is to develop safety assurance documentation
appropriate to its assurance requirement, business drivers, legislative and
regulatory environment.
5.13.6
Any change, whether to personnel, equipment or procedures, has inherent risk and
contains both latent and active failure possibility. All changes therefore are to be
subject to full hazard identification and analysis and risk mitigation.
5.13.7
Staff involvement, all staff are both encouraged and expected to take part in the
safety assurance and safety management processes. As well as any formal
involvement of staff e.g. safety surveys, all operating companies are to establish a
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method of enabling staff to actively report, advise and suggest areas of concern
and needing safety improvement. The process is to be ‘two way’ with staff
receiving replies and update to suggestions etc.
5.14
Management of Change
5.14.1
There is inevitably a possibility of increased risk whenever there are any
organisational changes. An ad-hoc approach is unacceptable in that it may fail to
provide for every element affected by the change process.
5.14.2
Therefore an objective of the safety management system is to provide a framework
for managing significant change and addressing risks when introducing or
changing:
· Equipment;
· Systems;
· Procedures;
· Personnel structures.
5.14.3
All such changes must be adequately addressed to ensure that safety is not
degraded during or as a consequence of such changes and that wherever
practical, safety is enhanced by such changes. A significant change is deemed to
have an impact on the safety or effectiveness of a procedure.
5.15
Responsibility
5.15.1
The appropriate area of responsibility supervisor/manager is responsible for:
· Introducing new equipment, procedures and/or personnel structures in such a
manner as to enable operational requirements to be met during and subsequent
to any changes;
· Identifying operational requirements during any process of change;
· Ensuring that a change of procedure plan is devised and followed prior to and
during the introduction of any new equipment, procedures or personnel;
· Following the risk assessment process identified above including an impact
analysis if required;
· Involving relevant staff in a critical analysis and ranking identified risks;
· Taking action as necessary to improve service quality or provide any training
requirements identified as a result of the proposed changes and in order that
changes are integrated in a managed fashion;
· Monitoring the effects of any change process to identify weaknesses.
5.15.2
Notes on the following pages provide guidance on the completion of these forms.
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5.16
Completion of Forms
5.16.1
Management of Change Request Form (CIMS/RCA/DA/GTF/10.0) referenced in –
CIMS/RCAM/DA/GT/1.0
· Document name, Date requested, Owner: To be completed by originator
· Reason for change: New requirement, replacement equipment etc.;
· Details of change: A brief outline of the proposal;
· Comment by document owner: Any relevant comments to include reason for
rejection (if applicable)
· Action, Completion date and signature: To be completed by document owner.
5.17
Impact Analysis (if required)
5.17.1
Individual receives notice of a re-issue or amendment to a document/publication
that they have been allocated responsibility for; that individual is to ensure the
details are added to the next Ops Meeting Agenda for delegation of task.
5.17.2
Chair of the Ops Meeting will delegate the responsibility for completing the Impact
Analysis; the form can be found on CIMS under CIMS/RCAM/DA/GTF/10.4. This
process is to be completed in the allocated timeframe; generally the analysis will be
required for the next Ops Meeting. An action shall be annotated within minutes of
the meetings to ensure the analysis is forwarded to subsequent Ops Meetings.
5.17.3
To complete an Impact Analysis an individual will be expected to review all pages
listed as changed within the document and recommend any action to be taken.
Once complete an electronic copy of the analysis must be forwarded to the
Secretary of the Ops Meeting for inclusion at the next meeting, adding to the
Impact Analysis Register and filing.
5.17.4
The results of the Impact Analysis shall be available for the next Ops Meeting
where it will be reviewed. Changes will be highlighted and if necessary the Chair
will task personnel to complete any required actions.
5.17.5
At subsequent Ops Meetings within the review of actions all amendments
highlighted within an Impact Analysis will be raised until complete. Once all actions
have been completed within an Impact Analysis is can be signed off complete and
filed.
5.18
Contracted Services
5.18.1
In the context of this manual a contractor is any organisation providing materials, or
services to the Airfield Authority which impacts on the operation of the airfield.
5.18.2
It is essential that the Airfield Authority Safety Management System is not
compromised or degraded in any way by the introduction of contractors into any
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aspect of the operation. Whilst it is recognised that many companies and
organisations working in the aviation sector have efficient safety management
systems, this may not always be the case and must not be assumed.
5.19
Responsibilities
5.19.1
The Aerodrome Manual for the Airfield identifies responsibilities for the appointment
of contractors operating for and on behalf of the Airfield Authority as well as for
overseeing monitoring arrangements of other contractual arrangements
appertaining at the Airfield.
5.20
Contractor Standards
5.20.1
Assurances of the following are to be considered when assessing the competence
of any contractor:
· Technical ability, including qualifications and skills;
· CAA approval (if relevant);
· Experience and examples of the type of work;
· Performance record;
· The compatibility of the contractor’s SMS with the Airfield Authority SMS;
· Health and Safety record.
5.20.2
Contractors are to be required to meet standards set by the Airfield Authority. Such
standards, appropriate to the task, must take into account all relevant requirements
established by ICAO, European and CAA Regulatory Authorities, HSE as well as
industry good practice.
5.21
Procedures
5.21.1
Whenever, and in whatever circumstances the services of a contractor are
employed, the appropriate Airfield Authority SMS procedure is to be followed in
order to ensure that such services are safely integrated.
5.21.2
Contractors are to be consulted through the change to operating procedures
detailed in this document whenever a change to operating procedures or
equipment will affect their existing operation, safety or welfare.
5.22
Monitoring of Contractors
5.22.1
The standard of all contracted services is to be monitored and audited by an
appointed member of the Airfield Authority appropriate to the service being
provided. The evidence gained, if failing to meet Airfield Authority standards may
be used to remove contractors from site or to stipulate necessary changes in
working practices. Similarly this data is to be retained and used for reference
whenever the same contractor is being considered for future contracts.
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5.23
Documents
5.23.1
All document changes and controls in line with the Document Management
Governance Document CIMS/RCA/DA/GT/1.0 which describes how all users
prepare, review, update and issue procedural documentation that forms part of the
Airfield Authority CIMS.
5.23.2
An operating principle at the Airfield is to fully comply with or to exceed the
requirements of all appropriate National, European, or International standards and
requirement setting bodies.
5.23.3
Documents play a significant part in the operational running of aviation activities. It
is therefore essential that all necessary documents, whether external publications
or internal manuals are readily available and reliable.
5.23.4
Document pages, whether internal or external are not to be photocopied unless
approved by the AGM. This is to prevent the proliferation of out of date
information.
5.23.5
Hand written amendments are not permitted in any Aerodrome Manual related
documents.
5.24
Document Content
5.24.1
All instructions and procedures used in manuals are subject to
CIMS/RCA/DA/GT/1.0.
5.24.2
The responsibility for implementing procedures is to be clearly identified.
5.24.3
The authority for using equipment is to be clearly identified.
5.24.4
Use of words - When writing instructions the words below are to have the meanings
indicated below:
· May
Permissive
· Will
A description of what will happen in a
given situation (not to be used as an instruction.)
· Should
Strongly Advisable
· Must, is to, are to, shall
A mandatory instruction/requirement
5.25
Document Relationship
5.25.1
The relationship of the Airfield internal documents is shown CIMS/RCA/DA/GT/0.0
section 1.0
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SAFETY ASSESSMENT AND ASSURANCE
6.0
Safety Assessment
6.0.1
A fundamental aspect of safety management is the assessment of all aspects of
the operation, together with any changes to it, for safety significance.
6.0.2
Safety assessment includes procedures, systems, equipment and people.
Whenever there are changes or proposed changes to any of these, the impact on
safety must be determined. Change should always lead to safety improvement. If
the assessment concludes that a change will have a negative impact on safety,
then a review of the plans will be required.
6.0.3
Safety assessment will include the risk management process whereby hazards are
identified, assessed for their significance and managed accordingly.
6.0.4
The training needs analysis is important in determining that all staff and particularly
those with a significant role are properly trained for their role.
6.0.5
The monitoring, inspection and audit processes are a vital part of the safety
assessment process in order to establish the effectiveness of safety management
measures.
6.0.6
All safety assessments, whether conducted by internal or external groups, are to be
recorded for use in any subsequent review of safety procedures.
6.0.7
The mechanisms for Safety Assessment are detailed below.
6.1
Safety Assessment Records
6.1.1
Sound and comprehensive records are an important aspect of a safety
management system. Safety regulators determine some of the records which must
be maintained. Many records are retained to assist in tracking patterns of personal
behaviour, failures with equipment, procedures, measure current safety standards
and arrange subsequent safety priorities.
6.1.2
In the event of investigation or litigation following any incident, sound records will
be of immense value.
6.2
Records to be retained
6.2.1
Department managers are responsible for retaining the following records and
where appropriate copying to personal files:
· Personnel changes;
· All training whether mandatory or otherwise;
· All competency assessments;
· Risk assessments;
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· Safety monitoring;
· Internal and external audits;
· Change management procedure forms;
· Incident and accident reports;
· Mandatory occurrences;
· Health and Safety Issues;
· Bird strikes.
6.3
Safety Assurance Documentation
6.3.1
Safety Assurance Documentation contains arguments and evidence that a system
or procedure meets or exceeds any relevant safety standard.
6.3.2
Safety assurance documentation provides evidence and a record of all safety
related activities. It is used in order to prove to the company itself and any other
body with an appropriate interest, that safety risks are being managed efficiently.
6.3.3
Current Operations.
6.3.3.1
The Airfield Authority is continually developing Safety Assurance Documentation
for current operations. This may include:
· Description of the system or procedure;
· Operational procedures;
· Compliance with regulatory requirements;
· Risk assessment and management;
· Safety accountabilities;
· Modification procedures;
· Maintenance arrangements (equipment);
· Training requirements;
6.3.4
Change of Operations.
6.3.5
When a change is proposed, the change procedure is to be followed and
associated Safety Assurance Documentation must address the following issues:
· New operational requirements;
· Responsibility for the change process;
· How the change process will be managed without degrading safety;
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· Risk assessment, mitigation and safety requirements;
· Evidence that the new system/procedure will meet the required safety
requirements;
· Evidence that there will be no negative impact on safety during and as a
consequence of the change;
· New operating and maintenance requirements;
· Any revised monitoring arrangements;
6.3.6
Safety Cases
6.3.6.1
A safety case is a documented demonstration of an undertaking’s approach to the
management of safety and is based around a description of its safety management
system. The safety case also includes a description of the company’s operations
and details of a systematic risk assessment, including results and analysis of actual
accident statistics.
6.3.6.2
All new systems and changes to operational systems are to be assessed for their
safety significance and system functions are to be classified according to their
criticality. Where deemed appropriate, as a result of this assessment, a safety case
will be provided.
6.3.6.3
As part of this safety demonstration, methods for the systematic prediction and
assessment of safety performance are now routinely applied both to existing
airfield/unit operations and to the design of new works and equipment and facilities
projects. This approach will require documentation of the hazards and associated
risks together with measures in place to eliminate and control them.
6.3.6.4
A safety case regime does not provide a guarantee of safety, however, the
involvement of the safety regulator within a safety case regime should provide an
added level of confidence that Airfield/unit undertakings is capable of discharging
its legal responsibilities to control the risks. A safety case regime imposes more
rigid frameworks on the safety regulator and requires more positive regulator
engagement than other approaches to regulation. The airfield/unit undertaking’s
documentation provides part of the basis for targeting safety regulator intervention.
6.3.6.5
The safety case template is to be found in CAP 760.
6.4
Training Records
6.1
The company uses an electronic recording system for the recording and retention
of all training. Each department has individual employees logged in a database
including their details and training headings.
6.2
The system has built in features to ensure training is not only current but also
respective to their role.
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PERFORMANCE REVIEW
7.0
Introduction
7.0.1
In order to properly assess and measure the effectiveness of the safety
management system, it is necessary to have appropriate mechanisms in place.
This part of the manual outlines the process whereby the safety performance is
measured, audited, reviewed and consequently improved at the Airfield.
7.0.2
It is important to recognise that the effectiveness of the safety management system
cannot be measured simply by the absence of accidents.
7.1
Monitoring
7.1.1
It is recognised that as a general principle, operational staff will normally recognise
deficiencies in the safety system, whether this involves policy, procedures,
equipment or staff. Equally, it is essential that such deficiencies are logged or
reported using the existing CAA, HSE or Airfield Authority mechanisms.
7.1.2
In the context of safety management, safety monitoring is simply the process of
comparing safety ideals with reality. An important part of this process is comparing
safety critical activities year on year.
7.1.3
The entire monitoring process, including audit and inspection, is intended solely to
improve overall system safety. It is not the purpose of monitoring systems to find
fault with individuals although inevitably, from time to time, this may be an outcome.
7.1.4
It is important to use active monitoring to monitor the degree to which safety
objectives are being achieved and the extent of compliance with laid down
standards. Reactive monitoring of incidents and accidents is also a part of the
process whereby performance is checked, safety trends established and most
important, there is learning from mistakes.
7.1.5
Monitoring is also important to determine the effectiveness or weaknesses
whenever new policies, procedures, equipment or staff are introduced.
7.1.6
The formal audit system, referred to earlier, fulfils a significant part of the
monitoring requirement and in addition, inspections, examinations and continuous
assessment processes will be used.
7.1.7
As a consequence of monitoring. It may be necessary on occasions to intervene
with urgent action if immediate risks become evident.
7.2
Responsibility for monitoring
7.2.1
Mangers/Supervisors are responsible for monitoring accidents, incidents and
occurrences and assisting in the process of determining whether or not any
weakness in safety critical policies, equipment or procedure has been a
contributory factor.
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7.3
Proactive Monitoring
7.3.1
The following methods of proactive monitoring are to be used:
· observing work practices;
· competency checks;
· reading logs, forms and reports;
· systematic inspections;
· operation of audit systems;
· manager/supervisor meetings;
· informal discussions with managers/supervisors and staff;
7.4
Reactive Monitoring
7.4.1
Reactive monitoring is triggered by an event such as:
· Accidents and Incidents;
· When systems or procedures show signs of failure;
· If occurrences elsewhere suggest timely intervention.
7.5
Records of Monitoring
7.5.1
Records of all safety monitoring activities are to be retained as part of the safety
assurance documentation. It is of particular importance that findings are recorded
both negative and positive. The former will require corrective action and the latter
will be used to reinforce the safety culture and encourage staff. Records are
essential in establishing undesirable trends and determining appropriate remedial
action.
7.6
Non-Compliance
7.6.1
See document CIMS/RCA/DA/GT/7.0 – Non Compliance, Corrective and
Preventative Action.
7.7
Inspections
7.7.1
General
7.7.1.1
Inspections form an important part of active monitoring. They are to be used in the
following circumstances:
· If there is a legal requirement;
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· when there is a regulatory requirement;
· If deemed necessary by local instructions;
· When recommended by equipment manufacturers;
· When there is increased risk associated with a particular procedure;
· When any doubt exists as to the integrity of systems, equipment, personnel or
procedures.
7.7.2
What and When to Inspect
7.7.2.1
It is the responsibility of Managers/Supervisors to provide an inspection routine
within their area of responsibility. The routine is to identify the circumstances in
which inspections are required and the inspection content.
7.7.3
Responsibility for Inspection
7.7.3.1
Only personnel who have been deemed competent are permitted to carry out
inspections. Such persons are to be competent to identify hazards and any
associated risks.
7.7.3.2
It is the responsibility of Managers/Supervisors to allocate responsibility for
inspections.
7.7.4
Reporting Procedures
7.7.4.1
A sound reporting system is required for the following reasons:
· So that defects and weaknesses can be corrected;
· To record remedial actions;
· In order to build up a database of problem issues;
· Provide an audit trail;
· To demonstrate the integrity of the inspection process.
7.7.4.2
It is the responsibility of Managers/Supervisors to establish procedures for collating
information detected during inspections.
7.7.5
Audit
See CIMS/RCA/DA/GT/3.0 - Audits and Audit Management.
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THE SAFETY LEARNING PROCESS
8.0
Safety Significant Events
8.0.1
Reporting Culture
8.0.1.1
There is a natural human tendency to avoid reporting incidents etc. The reasons
behind this reluctance include laziness but a more likely reason is fear of possible
personal implication in the event.
8.0.1.2
As stated earlier, if significant steps in safety improvement are to be achieved, then
openness and personal contribution to the process is of paramount importance.
8.0.1.3
Clearly there is a mandatory requirement to make certain reports.
8.1
Purpose of Reporting
8.1.1
It is recognised that a fundamental aspect of any safety management system is the
capture of information on incidents, occurrences and events, which in different
circumstances may have resulted in a more serious outcome.
8.1.2
The primary purpose of the reporting process is as follows:
· establish causes;
· identify any underlying causes;
· establish safety trends;
· learn lessons;
· take corrective action;
· minimise the likelihood of recurrence.
8.1.3
The fact that accidents are not happening is not evidence of a safe system. It is
recognised, in the context of SMS, that while ever there are incidents, occurrences
or other safety significant events taking place, then there is potential for an accident
to occur.
8.2
Reporting Procedure
8.2.1
All accidents involving injury to personnel and damage to aircraft, vehicles,
equipment and buildings are to be reported.
8.2.2
The formal CAA Mandatory Occurrence Reporting [MOR] system, enshrined in the
Air Navigation Order, is the prime example of this and should ensure that all
incidents and occurrences covered by this system are reported. Line managers
and Supervisors are required to ensure compliance with the MOR scheme.
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8.2.3
Additionally safety significant events must be reported. Some of these safety
significant events will be ‘near misses,’ others will be simple events. All are safety
significant. The majority of accidents are the consequence of a number of events.
8.2.4
Issues which would not normally be reported under the MOR scheme are to be
reported following internal procedures.
8.2.5
In the situation where any person wishes to retain anonymity, the ‘Anonymous
Incident Report Form’ may be used.
8.3
Investigation
8.3.1
All reports are to be investigated. Reports to external authorities will inevitably
involve investigation by those external authorities.
8.3.2
Regardless of any investigations carried out by external authorities, all reported
incidents, occurrences and events are to be investigated and reviewed by
appropriate Airfield Authority staff who possess the necessary competence to make
authoritative recommendations. When necessary an independent competent
person is to head the process.
8.3.3
The investigation may look not only for causes but also the efficiency with which
any incident/accident was handled.
8.4
Report Findings
8.4.1
The results of investigations must be ‘fed back’ to those involved in the incident and
other members of staff because:
· They are interested in outcomes;
· So that they can learn about incident/accident avoidance;
· It will help staff to learn how to handle similar situations;
· It will encourage them to continue reporting.
8.4.2
The reports of such investigations will be published and made available to all
relevant staff and external organisations where appropriate.
8.4.3
It is the responsibility of Managers/Supervisors to ensure, to the extent that it is
possible, that relevant staff both have access to and read such reports.
8.5
Safety Promotion
8.5.1
The earlier parts of this manual have explained that learning from experience is at
the heart of safety management. From Board level downwards, this learning
process must take place.
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8.5.2
The policies and procedures contained in this manual seek to enable this process
of learning.
8.5.3
Additionally the culture of openness and freedom of communication will assist this
process.
8.5.4
It is the responsibility of all Airfield Authority employees to take every opportunity to
read accident and incident reports, whether or not such reports involve aircraft.
Such reports may include any of the following:
· Aircraft accident and incident reports;
· Mandatory Occurrence Report digests;
· Airfield reports;
· Aeronautical Information Circulars;
· Health and Safety reports;
· Quarterly GASIL magazine;
· General Aviation Safety Committee Publication;
· Airfield Authority internal incident reports;
· Safety related notice boards;
· Minutes of safety related meetings.
8.5.5
Safety promotion is assisted when members of staff contribute their suggestions on
safety issues.
8.5.6
The Airfield General Manager/RCA Head of Airport Operations is responsible for
ensuring that all safety reports and safety information reaches all relevant staff.
8.5.7
Managers/Supervisors are responsible for establishing systems to ensure that
members of their areas of responsibility read such information.
8.6
Lesson Dissemination
8.6.1
This is the ‘mechanics’ of the philosophy of safety promotion and the use of safety
significant events as part of the learning process.
8.6.2
To achieve this aim, safety information gathered from the reporting, auditing and
supervisory process will be distributed as appropriate in:
· safety meetings;
· handover systems for urgent messages;
· health & safety reports.
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8.6.3
It is important that the volume of safety related reading material does not detract
from its significance.
8.6.4
A formal ‘sign as read’ system is to be administered by the managers/supervisors.
8.7
Safety Improvement
8.7.1
Safety improvement is the central objective of civil aviation and the purpose of a
safety management system. The previous parts of this manual have identified the
component parts of an effective safety management system.
8.7.2
As with any system, it will only be successful when all of those associated with it,
understand its importance and share the common goal of safety improvement.
8.7.3
The monitoring, reporting and review processes are designed to ensure that
lessons can be learned. It is imperative that such lessons are incorporated into the
existing safety processes.
8.7.4
All Airfield Authority staff are therefore required to identify potential hazards,
suggest solutions to safety problems and contribute to the process of safety
improvement.
8.7.5
However, while this manual refers to a ‘system’ and the system itself is vital, it must
not be forgotten by anyone with a safety significant role that the company culture
will be of overriding importance.
Those members of staff with a
management/supervisory role have a particular.
8.7.6
All operational staff are to be proactive in highlighting safety issues and proposing
realistic and achievable safety improvements.
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9.0
SAFETY REPORTING SYSTEM
9.1
Safety & Security (S&S) Reporting System
9.1.1
The Airfield uses a system of recording occurrences and events to capture a record
of Safety and Security events to allow lessons to be learned, trends and
performance to be monitored, actioned and reviewed (CIMS/RCA/DA/GTF/21.1).
9.1.2
Any person can submit an S&S report form (CIMS/RCA/DA/GTF/21.0). A report
should be sent to inform the Airfield Authority of an event on the Airfield. Where a
report has been filed directly with the Regulator / Authority, by way of a Mandatory
Occurrence Report (MOR) or similar, a copy should be attached to an S&S report
and sent to the Airfield Authority to provide visibility of an incident or event and to
permit a better and more transparent reporting culture, visibility and opportunity to
investigate or to support an investigation.
9.1.3
Where a report has confidential information or information to be provided
anonymously, the Airfield Authority shall ensure additional care is taken in respect
of this and will ensure the data is handled appropriately.
9.1.4
The S&S statistics and lessons learned shall be discussed in appropriate forums to
ensure appropriate actions are afforded to increase safety and to proactively target
areas of risk.
9.2
The RCA OSHENS System (RESERVED)
RCA utilises a group-wide system called OSHENS. This is currently not part of the
Airfield’s reporting systems. However holds the same principles for reporting,
investigation and analysis.
9.2.1
The OSHENS system allows personnel within RCA to report occurrences or any
other matter with an Operational Safety aspect to a Manager or direct to the OM.
The purpose of the OSHENS scheme is to allow lessons to be learned and passed
on to others. The scheme should not be used instead of the MOR system, but is
aimed at capturing internal safety issues that would otherwise be lost. In this way
trends can be monitored and action taken that may prevent a recurrence. It can
also be used as a starting point for initiating changes to procedures.
9.2.2
Each Manager is to ensure that all staff are aware of the electronic system which
can be accessed via the RCA Intranet. However, when submitting a report,
individuals are encouraged to direct comments through their Manager so that
Management can investigate the incident fully and report progress back to the
originator.
9.2.3
Once the investigator has completed the investigation, the subsequent action and
lessons learned are to be publicised by appropriate means. It is the responsibility of
managers to ensure that in the event of their absence, the OSHENS investigation
procedure will continue through nominated personnel within that area of
responsibility.
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GT12.0 – AERODROME MANUAL
INTRODUCTION TO AERODROME MANUAL
10.0
Aerodrome Licence
10.0.1
This manual is compiled in compliance with the provisions of the Air Navigation Order
(ANO), Article 211 to facilitate the safe and efficient operation of Lee on Solent
Daedalus Airfield as a licensed aerodrome.
10.0.2
The “Ordinary Licence” UK(N)EGHF-001, issued 23rd March 2015, is required to
comply with the provisions of the ANO to permit the public transport of passengers and
instruction in flying over a specified weight category.
10.1
Forward by the Licensee
10.1.1
'Ordinary License' Aerodrome Licence No. UK(N)EGHF-001 has been issued to
Regional and City Airports and is retained by the Airfield General Manager.
10.1.2
Legislation governing safety at Aerodromes is contained within the Air Navigation
Order and the Health and Safety at Work Act. Guidance information is contained in
CAP 168 (Licensing of Aerodromes) and CAP 642 (Airside Safety Management).
10.1.3
This Aerodrome Manual is prepared in accordance with Schedule 12 of the Air
Navigation Order and CAP 168. The Manual contains information on Airfield
Operational Procedures and provides details of the personnel responsible for
implementing these procedures. The physical characteristics of the Airfield, its facilities
and equipment are recorded in this manual.
10.1.4
Safety at aerodromes is of paramount importance and the manual is presented in such
a way as to emphasise the necessity to identify all safety-related issues involved within
procedures, duties and responsibilities relevant to the Airfield’s operations. More
extensive detail on certain safety matters is contained within other documents which
must be read in conjunction with the manual. These documents comprise:
·
Airfield Operational Procedures Manual - CIMS/RCA/DA/AO/0.0;
·
Safety Policy – CIMS/RCA/DA/GT/11.0 Section 2.0;
·
Emergency Orders – CIMS/RCA/DA/AO/4.1;
·
RFFS Manual – CIMS/RCA/DA/AO/4.0;
·
Control of Contractors – CIMS/RCA/DA/AO/14.1;
10.1.5
The Airfield General Manager (AGM) holds the overall responsibility for Health and
Safety at Work Policy and must ensure that staff employed by the Airfield Authority are
adequately trained and experienced to discharge their responsibilities regarding health
and safety.
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Amendments to the Aerodrome Manual will be made from time to time when
considered necessary by either the Aerodrome Licensee or Safety Regulations Group
(Civil Aviation Authority). This will be done by the issue of an SI. Departments will be
responsible for incorporating amendments and completing the amendment sheet at the
front of the manual.
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TECHNICAL ADMINISTRATION
11.0
Aerodrome Information:
11.0.1
Address
Lee on Solent Daedalus Airfield
Lee-on-the-Solent
Hampshire
PO13 9YA
Ops Telephone:
Admin/Finance Telephone:
Email:
Web:
11.0.2
02392 551 714
02392 551 015
ops@daedalusairfield.co.uk
www.daedalusairfield.co.uk
Accountable Manager
11.0.2.1 Schedule 12 of the Air Navigation Order requires an aerodrome to nominate an
Accountable Manager. The Accountable Manager for the Airfield is the Airfield
General Manager (AGM).
11.0.2.2 The Accountable Manager should:
a)
ensure that all necessary resources are available to operate the aerodrome in
accordance with the Aerodrome Manual. Where a reduction in the level of
resources or abnormal circumstances which may affect aircraft safety occur, the
Accountable Manager should ensure that a corresponding reduction in the level
of operations at the aerodrome is implemented as required;
b)
establish, implement and promote the safety policy; and
c)
ensure compliance with relevant regulations, licensing criteria and the
organisation’s Safety Management System.
11.0.2.3 The Accountable Manager should have:
a)
appropriate seniority within the Organisation;
b)
an appropriate level of authority to ensure that activities are financed and carried
out to the standard required;
c)
knowledge and understanding of the documents that prescribe relevant
aerodrome safety standards;
d)
understanding of the requirements for competence of Aerodrome management
personnel so as to ensure that competent persons are in place;
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e)
knowledge and understanding of Safety Management Systems related principles
and practices, and how these are applied within his/her own Organisation;
f)
knowledge of the role of the Accountable Manager; and
g)
knowledge and understanding of the key issues of risk management within the
Aerodrome.
11.0.2.4 The level of technical knowledge and understanding expected of an Accountable
Manager is essentially high level, with particular reference to his/her own role in
ensuring that standards are maintained.
11.0.2.5 During periods of absence, the day-to-day responsibilities of the Accountable
Manager may be delegated; however, the accountability ultimately remains with the
Accountable Manager.
11.0.3
Personnel responsible for day-to-day operational management of the Airfield.
11.0.3.1 Licence holder – Airfield General Manager - assisted by:
· RCA Head of Airport Operations & Director of Regulatory Compliance;
· Senior Airfield Operations Assistants;
· RCA Commercial Manager;
· RCA Senior Air Traffic Engineer;
11.0.4
The Aerodrome licence is in the name of Regional and City Airports Limited.
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Operational Organisation Chart
John Spooner
RCA CEO /
Managing Director
Paul Rankin
RCA Head of Airport
Operations & Director of
Regulatory Compliance
Andy Walters
Mark Dulling
Steve Wilts hire
Helen PowerHosking
RCA General
Manager &
Accountable
Manager Daedalus
RCA Senior Air
Traffic Engineer
(SATE)
RCA ANSP
Manager
RCA Commercial
Manager
Jacqui Cousins
RCA HR Manager
Kate Cook
RCA Financial
Services Support
Core Airfield Operations Team
RCA Quality &
Safety Assurance
Alex Blake
Sharon Banwell
Senior Operations
Assistant/RFFS
ACTING Senior
Operations
Assistant/RFFS
Finance &
Administration
Clerk
Alex Wright
Madelaine Woo d
Airfield Operations
Assistant/RFFS
Airfield Operations
Assistant/RFFS
Sam Scott
Wildlife
Management
(Contractor)
Grass
Management
(Contractor)
Engineering &
Maintenance
(Contractor)
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Airfield Security
(Contractor)
Airfield
Safeguarding
(Contractor)
VACANCY
Susie Brooks
Airfield Operations
Assistant/RFFS
Airfield Operations
Assistant/RFFS
Zero Hrs - Airfield
Operations Assistant
Zero Hrs - Airfield
Operations Assistant
Zero Hrs - Airfield
Operations Assistant
Zero Hrs - Airfield
Operations Assistant
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11.1.1
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Airfield General Manager
General Accountability (for safety):
· The AGM is accountable to the RCA Head of Airport Operations & Directory of
Regulatory Compliance and board for the direction and control of all airside
operations and related safety management systems ensuring that they operate in
an effective and efficient way, which satisfies all legislative and statutory
requirements.
· Due to the size and scope of the Airfield Authority, the AGM uses resources from
the RCA Group contracted under the Management Services Agreement to support
the certain management and key operational elements. These resources will fulfil
specialised areas of responsibilities listed and will have accountability to provide
only a level of subject matter expertise and oversight to the AGM as detailed within
the Operational Organisational Chart.
Safety Responsibilities:
· To ensure the Airfield departments are sufficiently resourced to enable the success
of the Safety Policy and Management System;
· To ensure that health and safety policies and practices are implemented so that
statutory requirements are met or exceeded;
· To develop and implement plans for major capital projects, which enable strategic
business plans to be met whilst ensuring they are 'safe' throughout their design,
development and subsequent operational phase;
· Set, promulgate and review operational safety policy which ensures that the
Airfield Authority complies with the necessary legislative and regulatory
requirements;
· To set high level safety objectives and associated procedures which are monitored
and audited to ensure the highest possible safety standards are maintained and
recommendations implemented;
· To select, train and motivate staff so that safety is given a high priority within their
training and development plans;
· To ensure that the highest operational and engineering standards, regulations and
procedures are documented and applied which cover all safety and regulatory
aspects;
· To ensure all safeguarding issues and planning requests are reviewed and
responded to in an expedient manner.
· To ensure the Airfield Authority’s Business Plan is sufficiently resourced to ensure
the safety of the operation at the Airfield;
· To take a leadership role in the promotion of Safety Standard, SMS and ensure
that safety does not become subordinate to financial matters;
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· To
appoint
competent
and
safety
conscious
senior
staff
and
managers/supervisors, and monitor their performance to ensure that safety is
given a high priority within their training and development process;
· To ensure that best practice operational aviation standards, rules and procedures
are agreed and implemented at the Airfield;
· To ensure that full consideration is given to the safety integrity of changes in the
Airfield’s organisational structure and business process;
· To ensure that the process for delivering change in the business, including
adequate consideration of safety impact, is safe from inception through
development to the operational phase;
· To set high level targets and objectives for the Airfield operations and monitor
achievements;
· Responsible to the RCA Head of Airport Operations for the safe and efficient
running of all Airfield operational facilities through the implementation of regulatory
requirements and industry good practices;
· Assisting the RCA Head of Airport Operations, in the management and operation
of the Airfield in line with CIMS policy. Safety accountability within the Aerodrome
Manual.
· Reporting to the Airfield Board on safety matters;
· Providing advice to the RCA Head of Airport Operations on all safety related
matters.
· Facilitate the Airside Safety Committee ensuring consultation with aerodrome
users is undertaken;
· To ensure Airfield security obligations are fulfilled by application of resources
appropriate to the size and scope of operation.
11.1.2
RCA ANSP Manager
General Accountability (for safety):
· The RCA ANSP Manager position is resourced from RCA Group and is supported
by the ANSP Manager’s team from time to time. The RCA ANSP Manager
provides oversight to the AGM for the provision of air traffic services at the Airfield.
General Responsibilities (for safety):
· Specific responsibilities are listed in the CIMS/RCA/DA/AO Documents.
11.1.3
RCA Senior Air Traffic Engineer (SATE)
General Accountability (for safety):
· The RCA SATE position is resourced from RCA Group. The RCA SATE provides
oversight to support the AGM in the efficient & safe maintenance, provision and
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operation of the staff and equipment in the areas of Air Traffic Engineering,
Telecommunications & Technical Services including AGL and support systems;
· Oversight of the compliance and standards of ATE elements under the supervision
or responsibility of the Engineering Manager or Group Oversight Engineer.
General Responsibilities (for safety):
· Specific responsibilities are listed in the CIMS/RCA/DA/AO Documents.
11.1.3.1 Group Oversight Engineer
· The Group Oversight Engineer position is a resource provided by the RCA SATE
or his team from time to time.
· Accountabilities / responsibilities are listed in the CIMS/RCA/DA/AO Documents.
11.1.4
Engineering Manager (EM) (Contractor)
General Accountability (for safety):
· The Engineering Manager position is fulfilled by an approved framework
contractor; appointed by the Landowner and accountable to the AGM for safe
provision and maintenance of Airfield Authority estates and engineering excluding
ATE, unless directed by the SATE.
General Responsibilities (for safety):
· To ensure that all engineering personnel and approved contractors are trained to
meet the highest standards of competency.
· To set, promulgate and review operational safety procedures within the
engineering roles and responsibilities to a level commensurate with those specific
risks identified within his remit.
· To maintain, monitor and review a system of reporting and record keeping which
readily identifies standards of safety and overcomes any area of deficiency as
soon as possible;
· To ensure that safe working practices and operating procedures are followed at all
times. Investigate all safety-related incidents and provide recommendations as
required;
11.1.5
Senior Airfield Operations Assistant / RFFS
General Accountability (for safety):
· The Senior Airfield Operations Assistant / RFFS is accountable to the AGM for the
provision of an efficient and effective Airfield Operations and Rescue and Fire
Fighting Service (RFFS), which meets all statutory and legislative requirements.
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· Reporting to the AGM is accountable for management of the Airfield environment
and services provided so that designated safety levels are achieved, and the
delivery of the Ground Services which includes Airfield Operations & Fuel (when
provided by the Airfield Authority).
· Safe and efficient operation of the fuel facility (only the facility operated by the
Airfield Authority) and associated refuelling operations.
Safety Responsibilities:
· To ensure that all fire service personnel are trained in conformity with CAP 168
and CAP 699 to meet the highest required medical and operational standards of
competency;
· To set, promulgate and review operational safety procedures within the Airfield fire
service to a level commensurate with those specific risks identified within his remit;
· To maintain, monitor and review a system of reporting and record keeping which
readily identifies standards of safety and overcomes any area of deficiency as
soon as possible;
· To ensure that safe working practices and operating procedures are followed at all
times. Investigate all safety-related incidents and provide recommendations as
required;
· To ensure the provision of an effective and swift response to all accidents/incidents
which meet all safety and regulatory requirements with regard to both personnel
and fire vehicles;
· To ensure through appropriate communication that clearly identified roles and
accountabilities as well as the Airfield Authority's safety culture are understood and
complied with by all personnel.
· Monitor and review procedures and information relevant to Airfield fire safety
documentation. This should include the Company's health and safety policy;
· Maintain a level of resources appropriate to the risk identified above and ensure
that personnel training records provide evidence of continuing competence;
· To liaise with external bodies regarding Emergency Planning, Training and best
working practices;
· To ensure the provision and maintenance of the Airfield’s Emergency Plan
complies with regulatory guidelines also to ensure the plan is reviewed and tested
in accordance with CAP 168;
· To coordinate health and safety support services and appointed persons, giving
guidance and advice whilst assisting management with the monitoring and review
of health and safety performance against set standards and targets;
· To periodically review overall effectiveness of the health and safety policy,
amending and improving as appropriate;
· To assist with the investigation of all accidents, injuries, dangerous occurrences
and the preparation of formal reports, keeping records;
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· To assist and update statistical records in respect of the Airfield Authority’s safety
performance;
· Emergency Plan: To ensure roles and responsibilities are carried out in
accordance with the Airfield Authority’s Emergency Plan.
· Ensure the requirements of the relevant statutory bodies - Civil Aviation Authority,
Department for Transport, local constabulary, Health and Safety Executive are
complied with on the Airfield;
· Manage resources to ensure compliance with and maintenance of airside safety
standards and recommended practices in line with the requirements of the
Aerodrome licence, CAP168 and according to the guidelines laid down in CAP
642;
· Report on and rectify any deficiencies that exist, which are a hazard to safety;
· Comply with Company Safety Policy, Health and Safety Regulations and
Department for Transport advice on the safe, secure and efficient use of the airside
facilities;
· Oversee and ensure department risk assessments are kept up to date and
frequently reassessed;
· Ensure the aerodrome wildlife management plan is implemented sufficiently to
reduce the risk of bird hazard strike using the guidance in CAP 772;
· Ensure information is effectively promulgated to all airfield users via operational
notices or other notices as appropriate.
· Ensure that the airfield and the immediate environs offer a safe area to work in and
occupy, both airside and landside including car parks;
· Ensure that all fuel operatives are trained to the required standard for the safe and
efficient operational delivery of handling, delivering and testing fuels for use in
aircraft;
· Ensure that the fuel used is of the highest quality and meets the standards laid
down in CAP 748;
· Ensure the protection of the refuelling area from contamination and providing a
safe working environment for staff;
· Bring any deficiencies to the attention of the AGM and recommend remedial
action;
· Ensure adequate procedures are in place notify the RFFS/Ops in the event of fuel
spillage or fire hazard and environment agency for significant fuel spills;
· Advise the AGM on the safety implications of any proposed development of the
fuel installation;
· Implement audit and inspection program for all independent based refuel
companies.
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Ensure in the absence of a Senior Airfield Operations Assistant / RFFS, the
responsibilities will pass to an appropriately qualified and experienced person,
approved by the AGM.
11.1.7
Finance Assistant (FA)
General Accountability (for safety):
· The FA role is accountable for the oversight of the Airfield Finance & Admin
functions to the AGM. Responsible for the production of the monthly and year-end
management accounts. As far as is reasonably practicable to ensure Airfield
Authority’s Business Plan is sufficiently resourced to ensure the success of the
SMS and Airfield’s Safety Policy. This role is supported with audit and oversight
provided by RCA Financial Services Support at RCA.
Safety Responsibilities:
· To ensure that all administration staff concerned with financial aspects of the
Airfield Authority’s business, are trained to the highest standards of efficiency and
meet all the regulatory requirements;
· To monitor equipment and staff performance and report and rectify faults or
deficiencies;
· To ensure compliance with Company health and safety policy and statutes,
regulations in connection with the handling and operation of electronic equipment;
· To provide regular reports of equipment and staff status to the AGM;
· To comply with Company safety policy and health and safety regulations;
· To ensure all administration staff are acquainted with the Airfield Emergency
Procedures;
· To oversee and ensure risk assessments are kept up to date and frequently
reassessed;
· Emergency Plan: To ensure roles and responsibilities are carried out in
accordance with the Airfield Authority’s Emergency Plan.
11.1.9
Human Resources Manager (HRM)
General Accountability (for Safety):
· The HRM is a role resourced from RCA; providing oversight of HR functions for the
AGM who is responsible overall management of HR.
Safety Responsibilities:
· To ensure that all new staff have effective inductions to the Company;
· To ensure that Managers carry out timely probation assessments;
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· To monitor staff absence and report any concerns to Managers;
· To advise Managers on current employment legislation;
· To ensure Company policies comply with current employment legislation;
· To ensure that payroll and HR administration staff are trained to meet all the
regulatory requirements;
· To monitor staff performance and report any concerns;
· To comply with Company safety policy and Health and Safety regulations;
· To ensure that all HR related staff are acquainted with the Airfield Emergency
Procedures.
11.1.10
Airfield Security (Contractor)
General Accountability (for Safety):
· The Airfield Security is provided by an approved framework contractor appointed
by the Landowner; accountable to the AGM for the security of the aerodrome and
associated areas, the safe and secure operation of the Airfield estate, buildings
and areas immediately landside and airside of the Airfield including the car parks.
Safety Responsibilities:
· Maintain a high level of morale and awareness within the shift system such that
any security breaches and safety is addressed using maximum speed and
efficiency;
· Compliance with the Airfield Authority Security Policy;
· To ensure that all security employees are fully trained in current procedures,
properly equipped, motivated and informed to enable them to deliver the required
performance standards;
· Ensure safety incidents are dealt with and reported and recorded in a timely
fashion;
· Ensure compliance with the Airfield Authority Safety Policy, Security Policy and
Governance Documents to ensure that safe systems of work are practised at all
times through promotion of the company safety culture;
· Deliver and manage day to day the Airfield security plan in accordance with the
CIMS/RCA/DA/AO Documents;
· To ensure that all staff concerned with landside operational aspects of the Airfield
Authority’s business are trained to the highest standards of efficiency and meet all
the regulatory requirements;
· To monitor equipment and staff performance and report and rectify faults or
deficiencies;
· Remain up to date with all relevant security requirements;
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· Ensure adequate staff are on duty to deliver, and are fully acquainted with, the
Airfield Emergency Plan and to be able to respond in accordance with the plan;
· To take a central role in controlling associated costs whilst maintaining service
standards.
· To ensure that the highest levels of customer service are achieved for the
passengers, Airfield tenants and other users.
· To ensure compliance with Company health and safety policy and statutes,
regulations in connection with the handling and operation of electronic equipment;
· To oversee and ensure department risk assessments are kept up to date and
frequently reassessed;
· Ensure that the Airfield estate and the immediate environs offer a safe area to work
in and occupy, both airside and landside including car parks;
11.1.11
Supervisors
· Supervisors are responsible to the AGM for the implementation of safe working
practices. To review the effectiveness of such practices and to report back to the
AGM upon any potential hazard and/or changes.
· To ensure that staff under their control, are aware of the potential dangers involved
in their daily work and to ensure that the individuals have received adequate
instruction and training.
· To issue warnings and note any breaches of safety policies by employees
supervised by them, and warn them of possible disciplinary action for any future
failure to comply with recommended policies.
· Reporting to the AGM any employee who has received previous verbal warnings
but continue to contravene safety instructions.
· To ensure they and the staff they are supervising are familiar with the Airfield
Emergency Orders.
11.1.12
Safety Representatives
· The Safety Representatives will act in accordance with the SMS; as a liaison
between employees and Supervisors on matters affecting Health and Safety. They
will report any matters requiring attention to the appropriate manager/supervisor,
who will report issues of urgency or high importance to the AGM.
11.1.13
Individual Employees
· Individual employees have a legal duty to protect themselves, other people – both
fellow employees and members of the public against possible hazards. Individual
employees shall bring to their immediate Supervisor's attention any matter that
requires rectifying. They shall not use unsafe equipment, defective protective
clothing or adopt unsafe working methods because it may be expedient to do so.
Due regard must be given at all times to health and safety to themselves, fellow
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employees, and the public. Individual employees will be encouraged to bring to
their Manager/Supervisor, suggestions or ideas for improving the implementation
of the safety policy.
· Any individual employee who uses unsafe machinery or methods of work, or is
breaking the safety policy in any way will be liable to disciplinary action. Individual
employees by the legal responsibility placed upon them render themselves liable to
prosecution if they are found to be using unsafe methods, disregarding the health
and safety measures laid down, or if an accident occurs to them or any other
person, where wilful negligence on their part has contributed to that accident.
11.1.14
RCA Commercial Manager (CM)
General Accountability (for safety);
· A resource provided by RCA; Providing commercial ventures oversight for the
AGM for the safe management of commercial services and systems, provided and
operated by the Airfield Authority.
Safety Responsibilities:
· To monitor commercial equipment and staff performance and report and rectify
faults or deficiencies;
· To ensure compliance of commercial ventures with Company safety policy and
health and safety regulations;
· To ensure all commercial ventures staff are acquainted with the Airfield Emergency
Procedures;
· Emergency Plan: To ensure roles and responsibilities are carried out in
accordance with Airfield Emergency Plan;
· Ensure that the Airfield and the immediate environs offer a safe area to work in and
occupy both airside and landside including car parks;
· To periodically review overall effectiveness of the health and safety policy in
relation to commercial ventures, amending and improving as appropriate;
· To assist with the investigation of all commercial venture related accidents,
injuries, dangerous occurrences and the preparation of formal reports, keeping
records.
· To ensure that all commercial ventures providing passenger services / flight
operations employees are fully trained in current procedures, properly equipped,
motivated and informed to enable them to deliver the required performance
standards;
11.1.15
Management Systems Manager (MSM)
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· This is the AGM - Responsibilities are contained within Governance document
CIMS/RCA/DA/GT/0.0 Section 0.4.4
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11.2
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Safety Policy
The Airfield Authority Safety Policies can be found in CIMS/RCA/DA/GT/0.0.
· It is the Airfield Authority’s policy to recognise and accept its responsibility to
ensure, as far as is reasonably practicable, that its aerodromes and any controlled
airspace for which they are responsible are safe for use by aircraft. This policy
also provides for a safe and healthy working environment for all employees and all
other persons whilst on Airfield Authority premises;
· Organise and integrate the functions of the various departments and organisations
into the overall airfield operational safety management system;
· Identify who is accountable and responsible for every aspect of the operation;
· Ensure that competent persons are appointed to all safety related posts and that
high priority is given to staff training and development plans;
· Comply with or exceed all relevant legislation and regulatory requirements.
Industry good practice will be followed whenever reasonably practical;
· Ensure that safety issues are given full consideration in all changes to the
management, equipment systems or operational staffing structure;
· Ensure that safety is not compromised or degraded in any way by the introduction
of contractors into any aspect of the operation. Contractors providing services at
the Airfield will be required to demonstrate SMS. All contracted services will be
managed to ensure that all regulatory and Airfield requirements are met;
· Plan, monitor and audit contracted services by appointed members of the Airfield
Authority’s Management Team appropriate to the service being provided. Any
evidence of non-compliance with regulatory or Airfield requirements may be used
to remove contractors from site or to stipulate necessary changes in working
practices;
· Address all safety issues, identify all safety hazards, manage the associated risks
and reduce these to as low as is reasonably practical;
§ Give flight safety absolute precedence over any commercial, operational,
environmental and working practice pressure;
· Require all organisations contracted to provide services to the Airfield, to
demonstrate compliance with CAA, HSE, DfT and Airfield safety standards,
requirements, regulations and procedures;
· Where practicable, maintain and improve safety levels in all operational activities;
· Encourage the participation of all Airfield Authority staff members in the safety
improvement process and incident/occurrence reporting system;
· To achieve this policy a proactive approach to safety management, as outlined in
this document, will be adopted to minimise, as far as reasonably practicable, any
contribution to the risk of an aircraft accident.
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11.3
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Safety Accountabilities of Officer in Charge and Other Senior Aerodrome
Operational Staff
AIRFIELD GENERAL MANAGER
COMMERCIAL MANAGER (RCA)
SENIOR AIR TRAFFIC ENGINEER (RCA)
FINANCE ASSISTANT
SENIOR AIRFIELD OPERATIONS ASSISTANT / RFFS
11.4
Safety Management Structures
11.4.1
Person with overall responsibility for Safety:- Airfield General Manager
11.4.2
The AGM is responsible for safety and is accountable to the RCA Head of Airport
Operations and Board for the safe management of the operational services and
systems planned, provided and operated by the Airfield Authority.
11.4.3
The AGM recognises and accepts his responsibility as an employer on behalf of the
Airfield Authority to ensure, so far as is reasonably practicable, that a safe and
healthy working place and environment is provided for Airfield Authority employees.
He will take those steps within his power to meet this responsibility, paying particular
attention to:
· Plant equipment and systems of work that are safe;
· Arrangements for the safe use, handling, storage and transport of articles and
substances;
· Sufficient information, instruction, training and supervision to enable all employees
to avoid hazards and contribute positively to their own safety and health at work;
· A safe place of work, with safe access to and egress from it;
· A healthy working environment;
· Adequate welfare facilities;
· The AGM has the overall responsibility for ensuring that the various provisions of
the Health and Safety at Work Act are implemented, and he will discharge this
responsibility through the Managers and Supervisors.
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11.5
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Order and management seniority in the absence of key personnel
· RCA Head of Airport Operations;
· Airfield General Manager;
· Commercial Manager (RCA)
· Senior Airfield Traffic Engineer (RCA);
· Finance Assistant;
· Senior Airfield Operations Assistant;
11.5.1
IN THE EVENT OF A SERIOUS MANAGEMENT REQUIREMENT e.g. aircraft
accident, security breach, hijacks etc. the above list can be used.
11.6
Prohibition of Flight
11.6.1
(Subject to Application); The following persons are authorised by the Civil Aviation
Authority to prohibit flight:
· RCA Head of Airport Operations & Director of Regulatory Compliance;
· Airfield General Manager (Accountable Manager)
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11.7
Safety Related Committees
11.7.1
There are various committees whose primary roles are the formulation of policies,
documentation of procedures, dissemination, promulgation and monitoring of issues
related to Airfield safety. These are:
The Emergency Planning Committees (EPC)
Airside Safety Committee (ASC)
Local Runway Safety Team (LRST)
11.7.2
Additionally, safety related matters are regularly discussed at:
Operations Meeting
Airfield Monthly Management Meeting (AMMM)
11.8
Frequency
Scope
Output
11.8.1
Weekly
Monthly
External Emergency Planning Committee (EPC)
Purpose
Attendees
Biannually
Monthly
Monthly
To ensure that there is adequate planning and liaison between the Airfield
Authority and the external emergency services. The principal function is to
monitor and update the Airfield's Emergency Orders and ensure that all
constituent parties are in possession of current copies, are familiar with the
contents and that the procedures are tested and reviewed on a regular basis.
Bi-annually
Liaison and familiarisation visits undertaken each year and practical
exercises carried out
Airfield General Manager
Senior Airfield Operations Assistant/RFFS
Local Authority Fire & Rescue Service (LAFS)
County Constabulary Emergency Planning Officer
Ambulance Service Emergency Planning Officer
H M Coastguard
Borough Council Emergency Planning Officer
County Council Emergency Planning Officer
Regional Health Emergency Planning Officer
RAF Regional Liaison Officer (RAFRLO MOD)
Aerodrome Tenants Representative
To co-ordinate the planning and de-briefing for the bi-annual Airfield
Emergency Exercise and any similar style incident project such as table-top
exercises to test communications or specific features and installations at the
Airfield.
Minutes of the meeting will be taken and distributed amongst members.
Action points may be highlighted for members to address, it is therefore
imperative that these points are acted upon in a timely manner.
Feeding from the Civil Contingencies Regulations - Under the direction of the Airfield
General Manager, the Committee co-ordinates the planning and de-briefing for the
biannual Airfield Emergency Exercise and any similar style incident project such as
table-top exercises to test communications or specific features and installations at the
Airfield.
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11.8.2
Reference should also be made to the Emergency Orders document which gives
details of procedures and all telephone contact numbers for the above
representatives plus other support organisations
11.8.3
The Terms of Reference for the External Emergency Planning Committee are:
· The committee will report to the AGM on all emergency planning business and
operational issues;
· It will act as a forum for developing an overall emergency response to all incidents
occurring at the Airfield;
· It will provide an interface for the testing and resolution of emergency planning
arrangements;
· Each representative of the committee is required to contribute accordingly towards
the achievement of business agreed;
· The committee shall record all business conducted at meetings.
11.9
Internal Emergency Planning Committees
Purpose
Frequency
Attendees
Scope
Output
11.9.1
To ensure that the Airfield is adequately prepared to cope with an emergency
or incident occurring at the Airfield or within its vicinity
Quarterly basis, but as a minimum of three times throughout the year
Airfield General Manager
Senior Airfield Operations Assistant / RFFS
Framework Contract Security Manager
To promote inter-departmental actions to ensure best practice
Minutes of the meeting will be taken and distributed amongst members. Action
points may be highlighted for members to address, it is therefore imperative
that these points are acted upon in a timely manner.
The Terms of Reference of the Internal Emergency Planning Committee are:
· To act as a forum for developing a response to all incidents occurring at the Airfield
and within the agreed area of response outside the aerodrome boundary;
· To promote positive internal actions to ensure best practice;
· To review emergency planning arrangements and act on any deficiencies;
· Plan, execute and evaluate any training exercises held on / off the Airfield with
regard to emergency planning;
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· Ensure the Airfield complies with legislative bodies and regulations including CAP
168 ICAO and CAA.
11.9.2
Membership
· In the absence of the chairperson a deputy will be nominated to ensure continuity
of the meetings;
· Members are encouraged to send representatives from their department in their
absence;
· At the discretion of the committee, other agencies may be requested to attend
meetings to enable advancement of business items.
11.10
Airside Safety Committee
Purpose
To implement and monitor guidelines for safe working practice issued by the
Airfield Authority. Pursuant to CAP 642 – Airside Safety Management, the
direction is to build and improve on safety.
Quarterly
Airfield General Manager
Airfield Operators & Clubs Senior Safety Representatives
Fleetlands FISO
Southampton NATS Representative
This meeting is for all airfield tenants and resident aircraft/businesses.
Additional invitees are permitted by the agreement of the forum. Setting
standards of safety and offering advice to all airfield users; identifying hazards
and describing safe practice procedures for moving, parking and marshalling
aircraft, operating vehicles, handling, refuelling, incident response and
escorting visitors/contractors.
All meetings will be logged for the benefit of the Airfield Safety Management
System (SMS). Any meeting actions should have an owner and date for
closure or review. Minutes of the meeting will be taken and distributed
amongst the members. Action points may be highlighted for members to
address by the defined date/timeframe.
Standing Agenda:
· Review of previous actions and conclusions
· Airfield Safety Performance since the last meeting
· Local Runway Safety Team (LRST) inputs
· Topics from stakeholders
· AOB
Frequency
Attendees
Scope
Output
Agenda
11.10.1
The Terms of Reference of the Airside Safety Committee (ASC) are:
o
To monitor the requirements of both the CAA and Health & Safety Legislation
that may affect airside safety
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o
To promulgate and discuss airside safety policy and promote airside safety in all
areas
o To monitor airside procedures and report any failures
o To promote a culture of safety in all airside activities. The 'Airside Safety &
Procedures Manual' is compiled according to the guidance laid down in CAP 642
11.11
Airfield Monthly Management Meeting (AMMM)
Purpose
To discuss a range of management issues including but not limited to:
·
·
·
·
·
·
·
·
·
Frequency
Attendees
Format
Output
11.12
Monthly
Airfield General Manager
RCA Head of Airport Operations
RCA Commercial Manager
Landowner Estates Manager
MANCO Representative
Management update on each agenda topic with discussions reference
ongoing issues and any safety related information. This is the high level
strategy and directions meeting between the relevant Airfield Authorities
Minutes of the meeting will be taken and distributed amongst members. Action
points may be highlighted for members to address, it is therefore imperative
that these points are acted upon in a timely manner.
Regional & City Airports Management Meeting
Purpose
Frequency
Attendees
Format
Output
Operations Update
Staffing
Budget & Financial Reporting
Land Fees
Website / IT
Vehicles / Fuel
Airfield Safety Performance
Stakeholder Use and Engagement
AOB
To keep the RCA Board informed of all operations at the Airfield including
revisions in safety and security policy and procedures in order for them to
discharge their responsibility of providing a safe working environment at the
Airfield and financial performance.
Monthly
RCA Head of Airport Operations
Airfield General Manager
RCA Group Airports Directors / Operations Managers
RCA Contracts Manager (as required)
As per the designated agenda
Minutes of the meeting will be taken and distributed amongst members. Action
points may be highlighted for members to address, it is therefore imperative
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that these points are acted upon in a timely manner.
11.13
Operational Performance Meeting
This meeting is part of the AMMM and covers the additional responsibilities that
Operator / Licensee holds in relation to the Management Services Agreement.
Purpose
To ensure the airfield operates in safe and efficient manner and to facilitate
the opportunity to debate and agree processes for improvement in line with
the development of the facility ensuring that the safety is assured at all times.
To ensure any change in regulatory requirements are communicated and
planned accordingly for smooth implementation in accordance with the
company safety management system
Monthly (forms part of the AMMM)
As per the AMMM
Any third parties as required
Frequency
Attendees
Format
Financial & Business Performance Report (F&BPR) covering a performance
update from each area of responsibility. Discussion of any safety related
information included.
Action Tracker entries added with ownership - points may be highlighted for
members to address, it is therefore imperative that these points are acted
upon in a timely manner.
Output
11.13.1 Terms of Reference for the Operational Performance Meeting:
· The committee will report to the Airfield General Manager in relation to all aspects
of the Airfield operation and operational safety;
· The committee will act as a forum for developing safe and efficient Airfield
operations;
· The committee shall meet in accordance with the terms laid down within this
document;
· The business of the committee shall be recorded and appropriately distributed in
an Action Tracker format. Any actions arising from such meetings shall be
annotated accordingly. It is implicit upon those highlighted for such actions, to
ensure they are followed through in a timely manner;
· The committee shall at its own discretion nominate specialist working groups to be
established in order to consider or report on a particular issue or project;
· The committee shall be recognised as being a body of expertise and experience
capable of providing appropriate advice on airfield operations and safety matters.
In providing advice the committee will consider all aspects of operational safety
including the following: This list is not exhaustive or in any order of priority:
o
Receive reports and statistics on accidents, incidents;
o
Industry standard and operating procedures;
o
Identification and reduction of risk;
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o
11.14
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Business Continuity.
Local Runway Safety Team (LRST)
Purpose
Frequency
Attendees
To provide effective systems and processes for managing risks associated
with the safety of runway operations at the Airfield and to facilitate the
opportunity to debate and agree ideas for Operational improvements
Bi-annually as a minimum or more frequently should specific events require.
Senior Airfield Operations Assistant
Airfield Operators & Clubs LRST Representatives
The LRST, at its discretion, may invite third parties to attend in an observer
capacity to present a particular item
Format
Output
To eliminate runway incursions in line with the Company Zero Harm target;
To develop and lead of runway safety initiatives as stated in the Company
Prevention of Incursion Plan
To promote best practice with regard to any activities on the runway and
associated operational areas
To review any runway incursions that occur at the Airfield or other Airports
To maintain and promote awareness of the runway incursion risk across all
Airfield operational stakeholders
Minutes of the meeting will be taken and distributed amongst members, ASC
and the General Manager. Action points may be highlighted for members to
address, it is therefore imperative that these points are acted upon in a timely
manner.
11.14.1 Terms of Reference for the LRST:
· The LRST will report to the Air Safety Committee (ASC);
· Any agenda items are to be submitted 2 weeks prior to a forthcoming ASC meeting
to the ASC board for review. Any relevant paperwork on major topics should be
circulated 5 days before the meeting;
· The Committee shall meet in accordance with the terms laid down within this
document. Agendas shall be circulated as a minimum, one week in advance of
any meeting;
· The LRST shall, at its discretion and in consultation with the General Manager,
nominate working groups to consider or report on a particular issue or project. A
formal chair for these is to be agreed by the LRST and that person is to report
back;
· The LRST shall be recognised as being a body of expertise and experience
capable of providing appropriate advice and guidance in all aspects of airfield
manoeuvring area operations. In providing advice and guidance the committee will
consider all aspects of the operations activity and include the following within the
decision making process. This list is not exhaustive or in any order of priority:
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· Reports on occurrences from Mandatory Occurrence Reports, Air Safety Reports
and via the SMS reporting system;
· Risk analysis;
· Industry standards and best practices;
· Established operating procedures;
· Regulator guidance.
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INTENTIONALLY BLANK
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AERODROME CHARACTERISTICS
12.0
Aerodrome Location
12.0.1
1nm NNW of Lee-on-the-Solent on the former HMS Daedalus base the Airfield is sited
within the Fleetlands ATZ. Located between Stubbington and Lee-on-the-Solent on the
Gosport Peninsular, the Airfield is served by a series of A and B roads spurring from
the M27 motorway that links Portsmouth and Southampton,
Lee on Solent Daedalus Airfield
Control Tower (management offices)
Daedalus Drive (off Broom Way)
Lee-on-the-Solent
Hampshire
PO13 9YA
Ops Tel: 02392 551 714
Admin / Finance Tel: 02392 551 015
Location of Aerodrome Reference Point (ARP): Midpoint of runway 05/23
LATITUDE:
LONGITUDE:
12.0.2
50° 48’ 56.3092” N
001° 12’ 24.0708” W
Ordnance Survey Grid Reference: SU 561 019 GB
Aerodrome Elevation: +32.64ft / 9.95m AMSL
Aerodrome Reference Code: Visual Code 2B
12.1
Aerodrome Availability
12.1.1
Operational Hours: 09:00 – 16:30 Local time seven days per week (or as published
from time to time on the Airfield website) – Out of Hours Agreements mandatory in
advance of use, for all aircraft wishing to operate out of published opening hours.
Festive period closures apply – normally Christmas Day, Boxing Day and New Year’s
Day, and will be published in advance on the airfield website.
12.1.2
Extensions to airfield operational hours may be arranged by application to Operations.
12.1.3
Prior Permission Required (PPR): Mandatory for all visiting and non-resident aircraft.
12.1.4
Fire Category: 1 – Category 2 available by prior arrangement – subject to surcharge
and availability
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12.2
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Aerodrome Plan
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12.3
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Obstacles
The assessment and treatment of obstacles will be carried out in accordance with
Chapter 4 of CAP 168. The full diagram is held with the safeguarding surveyor and
Airfield General Manager (Ref: CIMS/RCA/DA/AO/9.1).
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12.4
Chart and Survey Information
12.4.1
The Airfield Authority is responsible for the survey, regular assessment and update of
charts as defined in CAP232. This function is delegated to SLC Associates with sign
off approval by the Airfield General Manager or his representative.
12.4.2
The complete CAP 232 survey is contained in CIMS/RCA/DA/AO/9.1
12.4.3
Detailed chart and aerodrome information is retained by the Airfield General Manager.
Following award of the Aerodrome CAA License a UK AIP entry will be available from
the UK AIP website operated by NATS.
12.4.4
Charts produced are:
Type
Aerodrome Plan
Ref
CA-325-14-01 A
Scale
1:2500 @ A0
12.4.5
Update renewal is in accordance with CAP 232.
12.4.6
Prior to survey sign-off the following procedures should be followed:
·
Data is required to be reviewed against previous year and anomalies noted,
particular attention should be paid to obstacle limitation surfaces;
·
Obstacles penetrating OLS should be lowered, removed or mitigation submitted to
CAA and/or published in the AIP (as relevant);
·
Re-survey if required;
·
Following re-survey/satisfactory survey, a Survey Declaration Form is required to
be signed and submitted to the CAA with survey data;
·
Amend calendar to remind of annual survey the following year.
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12.5
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Declared Distances (M)
Runway
TORA
TODA
ASDA
LDA
05 (Asphalt)
23 (Asphalt)
1178m
1025m
1178m
1025m
1178m
1199m
1025m
1025m
Threshold
Elevation
9.848m / 32ft
9.484m / 32ft
PCN
11/F/B/Y/T
11/F/B/Y/T
NB: Runway 05 Threshold displaced 153m from starter extension. Threshold displaced
by 278 m from start of asphalt. Starter extension of 150m x 20m.
RWY 23 Threshold displaced by 14 m from start of asphalt.
12.6
Taxiways
Designator
Alpha
Bravo
Charlie
Delta
Echo
Foxtrot
PCN
Min. Strip Width
Surface
11/F/B/Y/U
11/F/B/Y/U
11/F/B/Y/U
11/F/B/Y/U
11/F/B/Y/U
9/F/C/Y/T
12.0m
12.0m
12.0m
12.0m
12.0m
40.0m
Asphalt
Asphalt
Asphalt
Asphalt
Asphalt
Asphalt
N.B. Bravo 1 Hold is only to be used for Aircraft with a maximum wingtip clearance of
22 metres or less, due to reduced wingtip clearances at the southern end. Aircraft with
a greater wingtip clearance requirement will need to backtrack the main runway.
12.7
Re-Declared Distances
12.7.1
Re-declared distances will be utilized in the event of an infringement of the runway and
associated cleared and graded area or an obstacle limitation surface.
12.7.2
Re-declared distances shall comply with the requirements of CAP 168 at all times.
12.7.3
The Airfield General Manager will appoint a suitably qualified person/organisation who
will normally be responsible for the calculation of re-declared distances.
12.7.4
Re-declared distances will be instigated if, on examination, an obstacle cannot be
immediately removed.
12.7.5
Initially, the precise position of the obstacle is to be fixed in three dimensions as
follows:
·
distance from runway end to nearest part of obstacle (meters);
·
distance from runway centreline to nearest part of obstacle (meters);
·
height of obstacle, including tail plane if appropriate (metres).
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12.7.6
Once the position of the obstacle is fixed an assessment of available runway can be
made. Generally, the intention will be to use the runway taking off away from the
obstacle and landing towards the obstacle on the opposite runway if it is located
towards one end of the runway. Landing over the obstacle is to be avoided if possible,
because of the necessary marking and lighting of a displaced threshold.
12.7.7
Specific guidelines are issued to the appropriate staff for the calculation of revised
distances.
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12.8
Surface Details (CAP 232 Assessment)
12.8.1
CAA Form 1560 Runway 23
Aerodrome: LEE ON SOLENT
Runway:
23
Runway True
Bearing: 225°13’30”
Dimensions:
1,178x30m
Surface Type:
Stone Mastic
Asphalt
PCN:
11
Runway Code:
2
Approach Status:
Visual
Calculation of Declared Distances
TORA: 1,025
Begins 20m in from start of paved surface
Ends: 174m before end of paved surface
TODA: 1,025
Ends: 174m before end of paved surface
ASDA: 1,199
Ends: at end of paved surface
Begins: 20m after start of paved surface at
marked threshold
Ends: 174m before end of paved surface
CAA Use only
CAA Use only
CAA Use only
CAA Use only
CAA Use only
CAA Use only
LDA:
1,025
Safety Surfaces
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12.8.2
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CAA Form 1560 Runway 05
Aerodrome: LEE ON SOLENT
Runway:
05
Runway True
Bearing: 45°13’01”
Dimensions:
1,178x30m
Surface Type:
Stone Mastic
Asphalt
PCN:
11
Runway Code:
2
Approach Status:
Visual
Calculation of Declared Distances
TORA: 1,178
Begins: 44m in from start of paved surface
Ends: 20m before end of paved surface
TODA: 1,178
Ends: 20m before end of paved surface
ASDA: 1,178
Ends: 20m before end of paved surface
LDA:
1,025
Begins: 174m in from start of paved surface at
marked threshold
Ends: 20m before end of paved surface
CAA Use only
CAA Use only
CAA Use only
CAA Use only
CAA Use only
CAA Use only
Safety Surfaces
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12.9
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Allocated engine run zones –
Refer to Airfield Chart / Map
12.10
Procedures
The following procedures shall be adopted at all times:
12.10.1 Holding points
Engines runs at hold points should not block movements for other aircraft/operators
and should only be conducted where it is not possible to conduct these at other
locations on the Airfield.
12.10.2 Runways
Engine runs on the runway should be avoided where possible, unless forming part
of the standard operating practices of the aircraft/operator, to avoid occupation of
the runway surface for longer than is necessary.
12.11 Engine Runs on the Apron
12.11.1
Engine runs on the apron or outside any locally based business or facility are
permitted but it must be a start-up and an immediate shut down.
Authorisation for engine runs is at the discretion of Ops, so as to respect noise
abatement and adjacent built up areas of residential accommodation. Engineering
ground idle runs on the Aprons are strictly controlled, with ground staff and the
aircraft’s safety team.
Where possible an aircraft should be moved to the disused runway or the
horseshoe off the Echo taxiway.
If a ground idle run is required for engineering requirements Ops will monitor
helicopter training activity and notify the operator on frequency of any local traffic
seen to conflict.
Ops may use discretion concerning where they approve engine runs on the Airfield
due to noise sensitivity.
12.12
Engine Power Runs
12.12.1
Permission for an aircraft engine run must be obtained, in advance, from Ops
at an agreed power level, so as to respect noise abatement and adjacent built up
areas of residential accommodation.
12.12.2
Engine power runs can only be carried out between the hours of 0900 and
1630 (local). They may only be carried out outside these hours due to an
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emergency operational reason (e.g. if the aircraft is required to take off during
the night) & must be approved by the AGM or someone authorised by the AGM.
12.12.3
The following details must be provided when seeking permission to carry out an
engine run:
·
Aircraft Operator / Organisation seeking approval;
·
Location being used for the engine run;
·
Planned start time;
·
Planned duration;
·
Level of engine power to be used;
·
Reason for engine run;
·
All authorised engine runs shall have a person monitoring the Airfield
frequency;
·
It is the responsibility of the person in charge of the aircraft to ensure that the
engine start area is clear of personnel and equipment before start up.
Requests for engine runs must be made to Ops in sufficient time. Late
notification may result in delays for approval
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Appendix A – Engine Ground Run Zones
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OPERATIONAL PROCEDURES
13.1
Air Ground Communications Service (AGCS)
13.1.1
The Airfield provides aerodrome users with an Air to Ground service only
13.1.2
A self-briefing space is situated in the Control Tower.
13.1.3
Some information of a permanent nature is available on wall displays and access to
weather and NOTAM information is available in the Control Tower on request with
Ops or by using a public Wi-Fi portal (some services may be chargeable).
13.1.4
Local procedures and Visiting by Air briefings are displayed in the Control Tower
and are also available on the Airfield website.
13.1.5
The Ops Department are responsible for the layout of the briefing room.
13.1.6
The Airfield Ops Assistant is responsible for updating the information displayed on
a daily basis.
13.1.7
Flight planning is currently not offered by Ops, however access to a flight planning
portal is available on request. Flight Plans can be activated, delayed and closed by
the AGCS operator on request.
13.2
Aerodrome Inspections
13.2.1
Surface Inspections
CAP 168 requires the aerodrome licensees establish a robust inspection
programme of the airfield including runways, aprons, grass areas and manoeuvring
areas. The current responsibility for airfield inspections rests with Ops. Other
specific inspections are implemented as required:
13.2.2
·
Electricians for airfield lighting;
·
Surveyors for ongoing maintenance or other detailed preparation for works
project;
·
Airfield Operations for apron and grass/hard stand areas;
·
By Bird Control as continual assessment.
Two Tier Inspections
The Airfield Authority adopts a two level inspection regime, which is explained
below:
Level 1:
Daily Inspections
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A General Movement Area Inspection is conducted each day and provides an
overview of the condition of all airside areas and facilities. This is normally
conducted by Airfield Ops.
Routine Runway Inspections are conducted at various times during the day.
Additional Runway Inspections are conducted when the runway is accessible. Any
deficiencies are reported to the AGM and EM.
Level 2:
Weekly Inspections
All aerodrome pavements within the movement area are inspected in more detail at
least once a week. This is conducted by Airfield Ops.
The inspection checks the integrity of the aerodrome pavements and gives
particular attention to those areas subject to high loads such as departure taxiways,
thresholds and high speed operations. High levels of jet blast are known to be a
cause for concern. Any deficiencies are reported to the AGM and EM.
13.2.3
Special Surface Inspection
Will be carried by a suitably competent person should one of the following occur:
13.2.4
·
At the onset and regularly during snow and or freezing conditions;
·
Following any aircraft that abandons take off;
·
When advised by aircrew of occurrences or observed difficulties that requires
further detailed inspection;
·
Following completion of works in progress;
·
An incident occurs on the runway that may deposit debris.
Annual Surface Inspection
13.2.4.1 All pavements within the movement area are subjected to inspection by a
professional qualified engineer at least once a year. Inspections may be
undertaken on foot and will cover the whole of the movement area or a statistically
significant sample.
13.2.5
Lighting Inspection (RESERVED)
The Airfield currently operates without Airfield Ground Lighting (AGL). On
installation the following will apply:
13.2.5.1 Daily routine – prior to airfield opening and prior to night flying. These are
carried out by the Ops Assistant.
13.2.5.2 To include where applicable; approach, runway edge, stop end, threshold, obs
lighting,
taxiway and apron edge.
·
Weekly
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Routine
alignment and cleaning
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·
Quarterly
Routine
all lighting and calibration
·
Six Monthly
Routine
all lighting and overhaul
·
Flight by flight calibrator at 6 monthly and annual flight check and additionally
by local operator arrangement.
13.2.5.3 Photometric Testing – monthly.
13.2.5.4 The power-up time intervals of the standby sets provide a switchover time
within the criteria specified in CAP 168. Detailed maintenance schedules,
fault logging and repairs are retained by the EM.
13.3
Surface Area Cleanliness
13.3.1
FOD Removal
13.3.1.1 Details are in CIMS/RCA/DA/AO/6.0.
13.3.2
Procedures for Sweeping the Movement Area
13.3.2.1 Any required sweeping will be highlighted during the daily inspection.
13.3.2.2 Small scale sweeping is carried out by a member of Ops staff using hand brooms.
13.3.2.3 Larger areas of sweeping will be carried out with a mechanical sweeper.
13.3.2.4 Foreign object debris is highlighted as a safety hazard to all personnel
active on airside areas. Any person should remove FOD from the apron
areas when safe to do so.
13.4
Meteorological Information
13.4.1
Airfield Meteorological Services
13.4.1.1 The Airfield will only provide METAR & TAF data from other stations.
13.4.2
Reports
13.4.2.1 Route forecasts, area forecasts, wind and met warnings are issued from
Exeter or other approved Met Office distributers. The local Meteorological Office is
the Exeter Weather Centre.
13.4.3
Surface State Reporting
13.4.3.1 Wind information passed to aircraft is from weather equipment located on the
Airfield, determining wind speed and direction, barometric pressure, humidity and
temperature
13.4.3.2 Only an unofficial observation of runway surface state is offered to aircraft / users
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13.5
Low Visibility Procedures (RESERVED)
13.5.1
LVP's are designed to facilitate the safety of operations during periods of low
visibility. It is important that the following steps are taken to prevent unauthorised
vehicular traffic from entering the manoeuvring area. When LVPs are in force, only
vehicles essential to airfield operation and driven by an authorised driver with an
airfield driving permit will be allowed onto the manoeuvring area. All vehicles on the
manoeuvring area during LVPs must be radio equipped and the drivers are to
maintain radio contact with ATS at all times. LVPs are implemented in accordance
with Airfield Operations Procedures.
13.5.2
RVR`s are unofficial and carried out in accordance with Airfield Operations
Procedures.
13.6
Runway Surface Friction Conditions
13.6.1
Due to the length of the runway, there is no obligation for an official surface friction
assessment to be provided. The Duty AGO is responsible for arranging the
measurement of slush/snow depths as frequently as circumstances dictate. The
results are to be recorded in the ATS log. No official operational surface friction
condition is offered from the Airfield.
13.6.2
The Airfield General Manager is responsible for ensuring compliance with CAP 683
‘Procedures for Runway Surface Friction Characteristics’.
13.6.3
Friction surveys (as required) are carried out by an approved Airfield Contractor
and all reports generated will be returned to the Airfield General Manager.
13.6.4
Snow, slush & icy conditions are promulgated in accordance the Airfield Snow
Plan.
13.7
Aerodrome Facilities Reporting
13.7.1
NOTAM Action
13.7.1.1 The Licensee is responsible for notifying the relevant authorities of any
errors or omissions in the aerodrome information published in the UK AIP
or NOTAMs and of any impending changes in the aerodrome or its
facilities likely to affect this information. The AGM/Group ANSP Manager/Group
SATE are responsible for notifying the CAA Aerodromes Standards Department of
all changes.
13.7.1.2 Any changes to any operational status of these facilities will be notified by
NOTAM.
13.7.2
Reporting Action
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13.7.2.1 The Airfield may only issue NOTAMs once there is a valid entry in the UK AIP for
the aerodrome. The Airfield website will contain the latest pilot briefing information
and known hazards or operational considerations. Further to this, pilots may call
ATS Ops to obtain a verbal briefing of the known aerodrome state. A pre-recorded
message of the last know state of the aerodrome is provided on the Ops number
out of operational hours.
13.7.2.2 For significant CAA defined Air Safety risks, a temporary CAA notice can be issued
which will appear in the NOTAM system, however this is reserved and only
approved for use by the CAA in exceptional circumstances.
13.8
Aviation Activities
13.8.1
Any user of the Airspace (the dimensions of which are defined in the Operations
Manual), are subject to the following:
·
The Rules of the Air and Air Navigation Order;
·
Lee on Solent Daedalus Airfield & Fleetlands ATZ Letter of Agreement
(CIMS/RCA/DA/AO/3.1)
·
CAA Rule 45 Exemption (CIMS/RCA/DA/AO/3.5)
·
Maritime & Coastguard Agency (MCA) SAR Ops Letter of Agreement
(CIMS/RCA/DA/AO/18.1)
·
Special restrictions by NOTAM.
·
Prior Permission to operate to/from the Airfield.
13.9
Procedure for Recording Aircraft Movements
13.9.1
Air Traffic Services using standard CAA format, records all aircraft movements. It is
a condition of use that all pilots/operators report their movements in the
predetermined format, to the Airfield Authority on a regular basis and not less than
the next working day after the movement.
13.9.2
The computer movement record is maintained by the ATS staff using information
derived from flight progress strips.
13.9.3
Manual flight progress strip(s) (where used) are retained for a minimum of three
months and then destroyed unless required for operational investigations.
13.9.4
Monthly movement records are available to NATS (LTD) for the benefit of en-route
charge verification.
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13.10
The Control of Works
13.10.1
Planning and Development
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13.10.1.1 Major Projects are identified within a Capital Development Programme. All
projects that change the physical characteristics of a licensed Aerodrome require
prior approval by the CAA as part of Condition 3 of the Aerodrome
Licence. All development and planning shall include consultation with the
Landowner and Airfield Authority and shall include areas unlicensed but adjacent to
a licensed area to ensure consideration and due diligence are afforded.
13.10.2
Major Projects
13.10.2.1 When a project has been identified, discussions will initially take place
between the AGM and the CAA (Designated Operations Inspector).
13.10.2.2 Once a layout has been identified the guidance on Aerodrome
Development Procedures (CAP 791) should be followed and submitted
to the CAA for approval. On completion of the work the CAA will attend
site for an operational review and final sign-off for use.
13.10.3 Appointment of Responsible Nominated Person
13.10.3.1 In the case of a major project, the detailed design/supervision of the
works will be vested in a project architect/engineer.
13.10.3.2 All projects are subject to strict control on site. The AGM / EM or an AGM
appointed person will be responsible for site liaison.
13.10.4 The Control of Works
13.10.4.1 Construction, maintenance and repair work must regularly be conducted
to ensure continual development and safe operations. This work may take place at
any time of the year and/or day and night.
13.10.4.2 As part of the effective safety management at the Airfield, it is essential that, before
any work on the Movement Area (Manoeuvring, Apron and Maintenance areas) is
authorised, arrangements are in place, which ensure there is no adverse impact on
existing levels of safety. The procedures for the control of works are detailed in the
Airside Safety Procedures Manual.
13.10.4.3 External
suppliers
must
satisfy
the
relevant
Safety
Management
Standards
and
safety
requirements.
The
procedure
for
this
is
documented in Airfield Contractor’s Code of Practice (CIMS/RCA/DA/AO/14.1)
document, which is issued to contractors before work commences on site.
13.10.4.4 To ensure safe operations, an assessment is made of the following:
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·
All airside works will be formally assessed for their safety significance of
airside operations;
·
A works permit system will be used at all times;
·
Contractors and working parties will be fully briefed before work commences,
especially when on the manoeuvring area;
·
Any cranes operating in the vicinity of the aerodrome will be controlled to
ensure flight safety is maintained at all times;
·
The AGM in collaborations with the EM will monitor, manage, control,
supervise all works airside, and also will return airside areas back to
operational service where applicable;
·
All interested parties will be informed of the works by the Airfield Management
Bulletin system;
·
Future and planned licensed aerodrome developments will be considered for
their operational impact and notified to the CAA for their consultation;
·
The AGM will ensure developments on and off the Airfield do not affect flight
safety, including protecting the obstacle limitation surfaces, the approach
procedures, the risk of bird strikes and future Airfield development.
13.10.5 Minor Works
13.10.5.1 Minor works airside will be planned in advance. The general procedures
for operating airside will be arranged and co-ordinated by the AGM, Ops, EM
and, if necessary, the CAA Aerodrome Standards.
13.10.5.2 Ops & the EM are responsible for notifying ATS concerning all works airside.
13.10.5.3 Prior to the commencement of any such work, a responsible
representative of the working party will receive a final briefing from the
Duty Senior Airfield Ops Assistant, who will sign the Airfield Work Permit in
accordance with Control of Contractors Procedures.
13.10.5.4 Work in progress which restricts the use of the aerodrome or its facilities
will be promulgated in accordance with the Airfield Facilities Reporting process. A
copy of such notification will be displayed in the self-briefing space and uploaded to
the pertinent section of the Airfield Website.
13.10.6 Control of Access to Aerodrome
13.10.6.1 Whenever contract works are being undertaken on the Aerodrome, strict
control of access will apply (reference - CIMS/RCA/DA/AO/7.0 Security & Access
Controls). This is normally achieved by restricting access to one single entry/exit
point for the relevant site location.
13.10.6.2 Any vehicle entrance used (e.g. for plant, equipment and material delivery), will be
subject to prior notification and access controls will need to be agreed with the
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AGM. Contractors will be responsible for ensuring deliveries/visitors are
appropriately briefed, documented and escorted whilst on site.
13.10.7 Works Services
13.10.7.1 All contractors providing works services on the Airfield must be able to
satisfy the Airfield General Manager that they:
·
are competent to undertake the work;
·
have the necessary technical constitution approvals;
·
are on an approved list;
·
have a robust Health and Safety Policy;
·
fully understand the Airfield's Safety Procedures;
·
have the necessary level of insurance cover;
·
can meet the timescale and comply with any restrictions imposed.
13.10.8 Security
13.10.8.1 In addition to the above operational requirements, all contractors will
comply with any security arrangements which will be determined by the
Airfield Authority. These will mainly cover access control and critical
zone requirements as described in the Security & Access Controls Procedure
CIMS/RCA/DA/AO/7.0.
13.10.8.2 Additionally, the contractor will ensure that his staff are acquainted with
any security procedures which apply to his area of working.
13.10.8.3 The contract works will be subject to regular inspection by Airfield Ops or Security
to ensure that all regulations are being adhered to.
13.10.8.4 Pre-contract matters involving security will be addressed in advance.
13.10.8.5 All works carried out on the aerodrome must be in accordance with
Control of Contractors and Safety Guide to Contractors documentation.
13.11
Control of Access to Aerodrome
13.11.1
Access to Airside
13.11.1.1 The main access to airside areas for personnel and vehicles is documented in the
Security & Access Procedures document CIMS/RCA/DA/AO/7.0.
13.11.1.2 Vehicles and personnel entering airside via an access point must not, under any
circumstances, be given approval to enter the manoeuvring area without
permission from ATS.
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13.11.1.3 Vehicles and personnel must not be allowed to enter the manoeuvring
area without an escort, unless equipped with a radio and hold the
appropriate pass.
13.11.1.4 When unmanned, the gates are closed and locked. Security staff control
access in accordance with CIMS/RCA/DA/AO/7.0.
13.11.1.5 Access may be sought from ATS or Security and would be controlled by Security.
13.11.1.6 All staff should contact ATS via channel 1 before access to specific zoned areas of
the Airfield is granted.
13.11.2.2 Where necessary specific operational instructions will be issued relating
to security matters.
13.12
Aviation Fuel Safety
·
CAP 748;
·
CAP 642;
·
DSEAR/ATEX Regulations;
·
The use of large fuel bowsers in confined and busy parking areas will not be
permitted.
·
All fuelling activities
CIMS/RCA/DA/AO/5.0.
shall
be
carried
out
in
accordance
with
13.12.1. Persons Responsible for Fuel and Distribution
13.12.1.1 The AGM is responsible in accordance with CAP 748 and the ANO for the safe and
efficient operation of fuelling activities at the Airfield. Fuel is currently available
from various authorised refuelling agents using mobile tankers and static bowsers
across the Airfield. These sources are detailed in CIMS/RCA/DA/AO/5.0 providing
the following fuels:
·
·
·
Jet A1 (F35)
Avgas (100LL)
Jet A1 (F34 – Jet A1 with FSII)
13.12.1.2 Responsibility for the quality standards an delivery of fuel provided, lies with the
third party organisations dispensing on the Airfield. They are obliged to comply with
the any regulations as outlined in 13.12 Aviation Fuel Safety and subsequent linked
requirements. All authorised refuelling agents will be obliged to conduct refuelling in
accordance with the Airfield policies and procedures.
13.12.1.3 The AGM will have regular periodic oversight through audits and quality assurance
methods as detailed in CIMS/RCA/DA/AO/5.0 and will have the right to immediately
stop a fuelling activity should the authorised refueller fail to meet the safety
standards or follow the policy & procedures required.
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13.12.2 Refuelling of Aircraft inside Hangars
13.12.2.1 Aircraft refuelling activities are normally to be confined to the apron areas
where adequate provision for a fuelling area is available. Refuelling of
aircraft inside hangars is permitted provided appropriate fire cover is in
attendance.
13.12.3. Helicopter Refuelling – Running Rotors
13.12.3.1 Rotor running refuelling is at the discretion of the refuellers and will
normally be permitted to cover urgent and unusual circumstances such
as:
·
ambulance or other emergency service mission where time is of the essence;
·
when severe weather conditions make it inadvisable to stop engines/rotors;
·
operational requirements at the helicopter commander's discretion;
·
circumstances which would require the flight crew to carry out pre-departure
checks normally undertaken by an engineer;
13.12.3.2 Extensive detail of refuelling procedures are also contained in Airfield Operational
Procedures – Fuel document CIMS/RCA/DA/AO/5.0.
13.12.4 Fuel Reception, Storage, Quality Control and Delivery
13.12.4.1 The AGM is responsible ensuring the suitable day-to-day administration of fuel
installations and for ensuring that the following requirements are met.
13.12.4.2 Ensuring that when informed by ATS, that a departing aircraft has suffered an
accident OR made a precautionary landing, records are checked so as to ascertain
whether or not the aircraft refuelled at the Airfield prior to departure. In the event
that it has refuelled at the Airfield, then a fuel sample MUST be obtained from the
appropriate installation and stored with daily samples pending instructions from the
AAIB.
13.12.5 Fuel Spills
13.12.5.1 As detailed in the Airfield Operational Procedures Manual (CIMS/RCA/DA/AO/0.0),
Pollution Prevention Policy (CIMS/RCA/DA/GT/13.0) and Emergency Orders
(CIMS/RCA/DA/AO/4.1).
13.13
Accident and Incident Reporting
13.13.1 Procedure for Reporting Incidents (MORs)
13.13.1.1 All incidents are to be reported by relevant persons in accordance with
the Air Navigation Order (Article, Mandatory Reporting).
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13.13.1.2 Procedures shall apply as outlined in CAP 381 guidance document.
13.14
Removal of Disabled Aircraft
13.14.1
In the event of a disabled aircraft obstructing the runway or interfering with
an approach aid, the duty ATS operator is to consult with the AGM, AAIB (as
required), Senior RFFS staff, the EM and the aircraft owner/operator/representative
to formulate a plan of action to remove the aircraft as quickly as possible only.
13.14.2
The removal of crashed/disabled aircraft is the responsibility of the Airfield Authority
and the aircraft owner operator. In accordance with the Aircraft Recovery
Procedures, held in the Control Tower (Ref CIMS/RCA/DA/AO/4.7 – Disabled
Aircraft Recovery Procedures).
13.15
Aerodrome Snow Plan
13.15.1
It is the duty of the Airfield Authority to maintain the safety of operations during
adverse winter weather conditions. In order to achieve this, Airfield Operations
compile a Snow Plan each year to ensure clarity of the level of service provided to
users.
13.15.2
The overall aim of the Snow Plan is to provide instructions and guidance, to all staff
and Airfield users in the event of adverse weather.
13.15.3
The precise plan adopted by those personnel responsible for operations will have
regard to the severity of the present or forecast ice precipitation and/or snow fall,
the operational requirements, and the staff and equipment available.
13.15.4
Full details of winter Operations are contained in the latest Snow Plan (Ref:
CIMS/RCA/DA/AO/11.1).
13.16
Wildlife Hazard Control Plan
13.16.1
The Airfield Authority recognises that birds are only one of the major wildlife
hazards to aircraft and as such the Airfield’s policy is to minimise the risk of bird
strikes and other wildlife hazards to aircraft on and around the Aerodrome by the
planned and co-ordinated use of effective control methods (Ref:
CIMS/RCA/DA/AO/2.0)
13.16.2
The Airfield will strive to maintain its estate and immediate surroundings in
a bird-free and wildlife controlled state. It will implement this by having in place an
organised, structured and well-trained wildlife control operation.
13.16.3 We will:
· Organise an effective system for the management of wildlife control;
· Deploy an effective bird detection and dispersal system;
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· Identify the birds which visit the aerodrome and continuously assess the bird
strike hazard;
· Identify habitats which attract wildlife and take action to eliminate or reduce the
attraction, including the use of a long grass policy;
· Report bird strikes to the CAA and ensure efficient two-way communication
between Airfield management and the wildlife control operation.
13.17
Aerodrome Safeguarding
13.17.1
Aerodrome safeguarding is a process of consultation between the Local
Planning Authority (LPA) and a consultee, namely the Airfield Authority. Under the
Statutory Direction within the Town and Country Planning Act, each LPA must
consult with the Airfield Authority on applications which fall within certain criteria.
13.17.2
The Airfield Authority uses guidance provided in CAP 738, Safeguarding of
Aerodromes, which provides details of the procedures to be followed to
safeguard the Aerodrome (Ref: CIMS/RCA/DA/AO/9.0).
13.17.3
The general assessment of any planning application may take into account
some or all of the following:
·
Obstacle Limitation Surfaces;
·
Instrument Approach Procedures;
·
Public Safety Zones;
·
Birdstrike Hazard;
·
Interference with Lighting;
·
The use of cranes;
·
Interference to navigational aids;
·
Line of sight to the ATS Tower.
13.18
Wind Turbines
13.18.1
The Airfield Authority uses the guidance in CAP 764, CAA Policy and
Guidelines on Wind Turbines, in the assessment and treatment of wind
turbine farm applications. The assistance of NATS personnel is used to
confirm the technical aspects of a wind turbine application. The AGM and Group
ANSP Manager in consultations with the safeguarding contractor (as required), will
undertake a safeguarding assessment on the operational impact of a wind turbine
application.
13.18.2
All safeguarding assessments are recorded and kept by the Airfield Authority. All
applications are responded to by the AGM or with the support of the RCA Group
ANSP Manager to either the LPA or the developer of a Wind Farm after
consultation with the Safeguarding contractor.
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13.18.3
Periodically there will
the Airfield boundary
safeguarded surfaces
Items of concern will
confusion to aircraft.
be a Tour
to check
particularly
include tall
13.19
Runway Incursion Prevention
of the areas adjacent to and surrounding
that there are no obstructions infringing
in the approach and departure tracks.
trees, cranes and lights that may cause
13.19.1 The definition of a runway incursion is “ Any occurrence at an aerodrome
involving the incorrect presence of an aircraft, vehicle or person on the
protected area of a surface designated for the landing and take-off of
aircraft”
13.19.2 To assist in the awareness of this issue, the Airfield Authority has adopted the
guidance prepared by Eurocontrol, European Action Plan for the Reduction
in Runway Incursions. The guidance specifies a review of the following:
·
Visual aids – AGL, signs and markings, situational awareness;
·
ATS instructions and phraseology;
·
Movement area layout and the identification of ‘hot-spots’;
·
Airside driver training – its robustness and suitability;
·
Maintaining runway safety during works-in-progress.
13.19.3
The Airfield Authority has set up a Local Runway Safety Team (LRST). TORs for
this group is set out in the Safety Related Committees section of this manual.
13.19.4
The team discusses the issues above and analyses any data from the Airfield or
any other relevant Airfield/Airport, which is specific to runway incursion awareness.
13.20
Monitoring Third Parties
13.20.1
The Airfield Authority is aware of its responsibilities under the ANO regarding
the responsibility for the control of those areas inside the aerodrome
boundary available for aircraft movements requiring the use of a licensed
aerodrome.
13.20.2
Access to the airfield is controlled as described in paragraph 13.11 above.
Third parties operating airside on a regular basis will have to complete
Airside Safety Training as a minimum and other training for vehicles and
specialist operations.
13.20.3
Irregular visitors to the aerodrome will require an escort from a suitably
trained and competent pass holder.
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VISUAL AIDS
14.0
Aerodrome Ground Lighting (AGL)
14.0.1
Basic Licensing Requirements
14.0.1.1 Aerodrome ground lighting provides the pilot with location, orientation and
alignment information in adverse visibility conditions and at night. The Airfield is not
licensed to operate at night and currently has no AGL.
14.0.1.2 The EM is responsible to the AGM for provision of lighting requirements.
14.0.1.3 Where provided, the airfield lighting meets the requirements of CAP 168
Chapter 6 according to runway status and operating conditions.
14.0.1.4
Runway lighting (once installed) will be described in the Aerodrome Manual and
official publications as required
14.0.1.5 ATS will display the lighting provided in accordance with the time of day
and prevailing conditions that correspond to the requirements of CAP168
Table 6.1 and 6.4.
14.1
Description of Visual Aids
There are no visual aids at the Airfield
14.1.1
(RESERVED) Approach and Runway Lighting
14.2
(RESERVED) Brilliancy Settings
14.3
Standby Power Arrangements
14.3.1
A diesel generator provides the standby power supply to the Control tower only. In
the event of a mains power failure, the standby generator will come on line and
continue to provide power until mains services are resumed.
14.3.2
There is one diesel generator as follows:
·
Tower Generator: Situated in the building next to the tower block, this supplies
power for all essential ATS services.
14.4
(RESERVED) Routine Flight Inspections
14.5
Responsibility for Obstacle Lighting
14.5.1
All physical features within the airfield and its immediate environs, which are likely
to infringe approach/take-off surfaces or are a hazard to navigation are marked with
obstruction lights. The principal obstruction light locations are as follows:
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·
·
·
·
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Control Tower Mast
MCA Coastguard Hangar
Coastguard Mast
Spinnaker Tower
Calshott Stack
14.5.2
All except the last four are the responsibility of the Airfield Authority
14.6
(RESERVED) Maintenance of Visual Aids
14.6.1
It is the responsibility of the SATE to ensure the maintenance of the visual aids at
the Airfield. Regular maintenance schedules for each visual aid, and detailed
instructions are included in the planned maintenance.
14.6.2
If a visual aid has to be taken out of service, the SATE or EM will contact ATS and
a NOTAM will be generated if necessary. This NOTAM will be agreed by the SATE
and AGM.
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RESCUE AND FIRE FIGHTING SERVICES
15.0
General
15.0.1
Reference
·
Fire Station Manual (CIMS/RCA/DA/AO/4.2);
·
CAP 699;
·
Airfield Emergency Orders (CIMS/RCA/DA/AO/4.1);
·
Breathing Apparatus
(RESERVED));
·
RFFS Theoretical Training Manual (CIMS/RCA/DA/AO/4.9).
15.0.2
RFFS Category
15.0.2.1
The Aerodrome categories are based upon the requirements of CAP 168.
Policies
&
Procedures
(CIMS/RCA/DA/AO/4.8
15.0.2.2 The Rescue and Fire Fighting Services are organised and equipped,
manned, trained and operated to ensure the most rapid deployment of
facilities to maximum effect in the event of an accident and at any event
within the response time requirements set out in Chapter 8 of the CAP
168. The level of protection to be provided at licensed aerodromes in the
United Kingdom accords with the practice recommended by the
International Civil Aviation Organisation.
15.0.2.3 The Air Navigation Order requires aircraft flying in the United Kingdom for
specified purposes to use only a licensed, Government or Authority
Aerodrome. At licensed aerodromes the scale of Rescue and Fire Fighting
(RFF) protection to be provided is determined by the overall length and
maximum fuselage width of the largest aircraft expected to use the
aerodrome. A movement is either a landing or take-off.
15.0.2.4 For all other movements of aircraft received on an occasional basis, the
RFF cover is to be provided to a minimum of the level appropriate for the
specified aircraft as detailed in CAP 168.
15.0.2.5 The scale of service provided is promulgated on the AIP, Airfield Website and in
the Technical Information Section of the Aerodrome Manual.
15.0.2.6 Extension of Airfield operating hours can be arranged provided 24 hours notice
is given by the aircraft operator.
15.0.2.7 Any freight movements will be covered during normal operational hours.
Outside of promulgated hours these movements will be reviewed on their
individual merit depending on size of aircraft and type of freight.
15.0.2.8 Following information received regarding higher category movements; the
AGM will take appropriate steps to secure additional agreed manning levels. It
is important to discuss the need to provide additional staffing as soon as
possible. Where this is less than 12 hours, cover may be difficult to achieve.
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15.0.2.9 Sufficient appliances, equipment and media levels are readily available to
cover all movements up to and including Category 2, however the normal level
of daily RFF operational cover will be to Category 1. Once personnel levels
have been increased to the relevant category, the RFFS team will notify ATS,
this will be recorded in the relevant logbooks.
15.1
Depletion of RFFS
15.1.1
In the event of depletion of the provision of RFF services due to unforeseen
circumstances, i.e. mechanical failure of a vehicle or a sudden
illness/unavailability of a member of staff, the duty ATS / RFFS staff must carry
out the following actions:
·
Inform the AGM of the reduction on the promulgated RFF category and
expected duration of the depletion period, including the Category currently
available;
·
Check the planned aircraft movements and categories;
·
Inform the users by following the communications process in the event of
an operational airfield update affecting services and provision. Notifying the
users of the depletion and expected duration;
·
Arrange the return of the promulgated category at the earliest opportunity;
·
When the level of RFF protection are restored to the required category, the
duty ATS staff is to immediately inform the AGM followed by the users in
the same manner;
·
Ensure that all actions are recorded in the ATS and RFFS logbook.
15.1.2
Exceptions to the above should be made for emergency landings and for
occasions when, in the pilot’s opinion, a diversion or hold may introduce a more
significant hazard.
15.2
Appliances
15.2.1
RFFS appliances may vary however are, deployed as follows:
Category 1
Normal Deployment
Minimum Deployment
1 x TACR 3
1 x TACR 3
15.2.2
The appliances meet the automotive standards as defined in ICAO Airport
Services Manual Part 1. Records of appliance automotive tests are kept in the
Control Tower where all training tests, drills are recorded.
15.3
Staffing Levels
15.3.1
The person in charge of the Airfield Fire Service is the duty Senior Airfield Ops
Assistant / RFFS and may be referred to as the duty SAFO.
15.3.2
Minimum RFFS staffing levels:
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Cat 1 (normal operational level) - 1 x Officer in charge (qualified Senior
Airfield Ops Assistant/RFFS) plus 1 x Fire-fighter
·
15.4
Cat 2 (remission) – same level of manning provided as Cat 1.
Table of Media
Appliance
Water
(litres)
Foam
(litres)
Dis. Rate
(litres pm)
CO2
Dry Powder (kg)
TACR3
700 ltrs
water
tank
42 ltrs foam
tank at
Level C 3%
726 lpm @
20 bar
20kg
54kg (Monnex)
2kg (Dry Powder)
15.4.1
Minimum stock levels will not fall below those as detailed in CAP 168 chapter 8.
For stock control purposes a detailed procedure is contained within the Fire
station Manual (CIMS/RCA/DA/AO/4.2).
15.5
Fire Station Procedures
15.5.1
It is not within the scope of this manual to specify all RFFS procedures. Full
details relating to training actions and procedures are contained within
CIMS/RCA/DA/AO/4.0 and held by the RFFS department:
·
Fire Station Manual (CIMS/RCA/DA/AO/4.2)
·
Risk Assessments;
·
Breathing Apparatus Policies & Procedures (where appropriate –
CIMS/RCA/DA/AO/4.8 (RESERVED));
·
Fire Station Theoretical & Physical Training Manuals
(CIMS/RCA/DA/AO/4.9 & 4.11);
·
Airfield Emergency Orders (CIMS/RCA/DA/AO/4.1).
15.5.2
Any questions relating to RFFS issues should be addressed to the Senior
Airfield Ops Assistant / RFFS.
15.6
Call Out Procedures
15.6.1
ATS monitor all apron and manoeuvring areas. Any incident requiring RFFS
attendance will be in accordance with the Airfield Emergency Orders
(CIMS/RCA/DA/AO/4.1).
15.6.2
In general the crash alarm and alerter will be the primary call out systems. This
is supported by the radio or telephone system.
15.6.3
RFFS staff remain in constant communication with ATS via portable & fixed R/T
at all times whilst off station, this includes training and any other areas within
the airfield boundary the RFFS may expect to be during the course of their
normal or extraneous duties.
15.7
Response Times and Exercise Turnouts
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15.7.1
To ensure minimum response times are achieved, a minimum of quarterly
response times are performed. Records of all response times and tests are
documented and retained for reference and inspection. These include various
locations to where the RFFS would be expected to respond.
15.7.2
Involvement of RFFS personnel in extraneous duties will be curtailed if for any
reason the duty Senior Airfield Ops Assistant/RFFS considers response times
will be compromised.
15.8
Training
15.8.1
The LCAS is responsible to the AGM for the training programme and
maintenance of training records for RFFS personnel in accordance with CAP
168 and CAP 699. This training will include but not limited to the following:
·
Realistic fuel fire training;
·
Breathing apparatus training in heat and smoke (where appropriate);
·
First Aid;
·
Low Visibility Procedures;
·
Health and Safety.
15.8.2
A detailed and comprehensive station training program is contained within the
RFFS training manuals (CIMS/RCA/DA/AO/4.9 & 4.11) in accordance with CAP
168 & 699.
15.8.3
It is the policy of the Airfield Authority that all RFFS personnel must hold a valid
HSE approved First Aid at Work qualification, renewable in accordance with
current HSE policy.
15.9
RFFS Emergency Response Commitments
15.9.1
In the event of a fire, incident or emergency occurring within the Airfield
requiring RFFS attendance this will be undertaken according to the following:
Location
Minimum Vehicles
Minimum Riding Strength
05 Threshold
23 Threshold
17 Threshold
35 Threshold
South East Apron
North East Apron
Control Tower
Hangars West
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
15.10
1000m Response Assessments
15.10.1
The areas within 1000m of the ends of runways are completely reviewed biannually (CIMS/RCA/DA/AO/4.18). Any rectification work within the
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Aerodrome’s boundary requiring attention will be the responsibility of the EM to
perform under direction from the AGM. The sea is located at one end of the
runway within the 1000m assessment area.
15.10.2
Visual assessments of the immediate area surrounding crash gates are
carried out during inspections of the crash gates.
15.10.3
For incidents occurring outside the aerodrome boundary, an agreement was
reached with the Emergency Planning Committee members which identifies that
support will be provided by the First Responder Network in the first instance,
recognising the limitations of resources and unique topography to the sea to the
South and farmland to the North. Where any response from the RFFS is
justified, egress from the Airfield will be wherever possible through the Airfield’s
break-out gates.
15.10.4
The break-out gates are located as near as possible to provide access directly
into the 1000m response areas thus reducing the need for driving on public
roads. A copy of the break-out gate locations are held in the RFFS manual
(CIMS/RCA/DA/AO/4.0)
15.10.5
If a need exists for RFFS appliances to use public highways; a procedure to
cover this is contained within the RFFS manual (CIMS/RCA/DA/AO/4.0).
15.11
Landside Aircraft Incidents
15.11.1
The Airfield RFFS will normally only respond to aircraft accidents outside of
the Airfield under special circumstances.
In the event of an aircraft
accident off the Airfield, procedures can be found in the emergency orders.
15.11.2
Special circumstances are:
·
·
15.12
A request to attend from the Local Authority Fire Service;
Humanitarian or moral grounds in accordance with the Airfield
Authority/Company Policy
Domestic Incidents
15.12.1. Should any incident occur where life or property is at risk or the effects
from such an incident have an effect on the safe operation of the airfield,
the RFFS will attend as a first response.
15.12.2
The response will be minimalist to deal with the incident. Every effort will be
made to maintain or recover the Airfield category at the earliest
opportunity. To this effect upon the arrival of the external emergencies
services, control of the incident will be directed to them as soon as practicable.
15.12.3
Further detailed information with regard to domestic incidents are contained
within the emergency orders.
15.12.4
Any domestic or non-Airfield incidents attended may be subject to a surcharge.
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15.13
Additional Water for use in Firefighting Operations
15.13.1
There are various fire hydrants supplying the Airfield. Apart from the
supply hydrant at the Control Tower (adjacent to the car park gates), the
hydrants are not particularly well located. This is changing with the new
infrastructure work across the Airfield and reference should be made to the
Hydrants locations map which will be the most current documented list and
locations and will be contained in the Airfield Emergency Orders
(CIMS/RCA/DA/AO/4.1). No serviceable EWS exists on the Airfield.
15.13.2
During any contractual (e.g. resurfacing, drainage) works on site, measures
are taken to ensure that adequate additional water supplies are available.
The adequacy of back up water sources is checked daily during contract
works and contractors routes are chosen to ensure minimum disruption and
guaranteed access.
15.13.3
In the event of disruption to water supplies, procedures are contained within
the RFFS manual to request an increase of the local authority PDA.
15.14
Flights Not Requiring a Licensed Facility
15.14.1
Freight, ambulance and other flights not required to use a licensed facility will
receive the category at the time of operation during normal operating hours of
the aerodrome.
15.14.2
The above flights requiring to operate outside of the normal operating hours
of the aerodrome will receive the category that is requested.
15.15
Response in Abnormal Conditions
15.15.1
When weather conditions are such as to render a landing or take-off difficult
to observe, the RFFS will be placed on ‘weather standby’.
15.15.2
Procedures for ‘weather standby’ are set out in the Emergency Orders.
15.15.3
Low Visibility Procedures (LVP) are detailed within this manual under Section
13.
15.16
Use of 121.6MHz VHF
15.16.1
Fire response vehicles are equipped with two-way radios in contact with the
ATS. ATS can communicate via VHF radios to enable communications with
aircraft commanders in certain emergency situations, providing a link back to
the RFFS response on the ground.
15.17
Personal Equipment
15.17.1
All personnel are equipped with suitable protective clothing including
helmets with visors, trousers, tunics, gloves and boots. This equipment is
regularly examined for wear and tear or damage and replaced when
necessary. The RFFS have a PPE/RPE policy to conform to PPE/RPE
Regulations and Management of Health & Safety at work.
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15.18
Radio Communications
15.18.1
The appliances have approved portable radio communication equipment
enabling voice contact to be made between fire service personnel, ATS and the
emergency services.
15.18.2
Portable R/T communications are also provided to enable RFFS personnel
to maintain communications whilst away from the vehicles.
15.19
Inspection and Testing of Appliances and Equipment
15.19.1
A schedule of inspections are undertaken to ensure standards compliance.
Maintenance is undertaken in accordance with manufacturer’s instruction
and recommendations. The Airfield Authority has a mechanical
maintenance contract with a commercial vehicle specialist who is familiar
with the specification and performance requirements of RFFS appliances.
Maintenance, test and inspection records are kept for all equipment.
15.20
Inspections
15.20.1
The Senior Airfield Operations Assistant or an AGM appointed person audits
the RFFS section on a regular basis, maintaining records of all aspects
including personnel and equipment. Training records, drill and exercise
documentation are also audited.
15.21
Medical Services
15.21.1
No medical facilities exist at the Airfield. Ambulance and hospital facilities are
close to the Airfield site with Gosport War Memorial Hospital for minor injuries
and the main N.H.S. unit is Queen Alexandra Hospital (QAH) in Cosham;
regular liaison visits are made by outside ambulance staff.
15.21.3
The MCA Coastguard is based at the Airfield and their assistance can be
requested through their operational control centre; to provide assistance for
medical emergencies.
15.22
Ambulances
15.22.1
The Airfield relies on the Local Ambulance Service in cases of emergency or
persons requiring transportation to hospital. This service is easily available and
response is within a few minutes. The Local Ambulance Service is available
through the cascade telephone system which responds to full emergencies and
aircraft accidents (via ATS) or is contactable in normal circumstances via
telephone as listed in the Airfield Emergency Orders (CIMS/RCA/DA/AO/4.1).
15.23
First Aid
15.23.1
On site first aid assistance is available at the Airfield.
15.23.2
All RFFS staff are fully qualified in First Aid at Work in accordance with HSE
Health & Safety at Work Act and continued through the RFFS Training
Programme.
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15.23.3
RFFS Medical training will be in accordance with CAP 168.
15.24
Scale of Medical Services
15.24.1
The majority of first aid medical equipment is held in the fire station and on
appliances. Medical supplies in the Control Tower are restricted to first aid
standard only with first aid boxes strategically placed.
15.24.2
A full list of equipment is held in a Test and Inspection Manual
(CIMS/RCA/DA/AO/4.10) and controlled using the Equipment Management
System (EMS).
15.25
Selection of Personnel (Medical)
15.25.1
Fire Service personnel are selected in accordance with the full criteria as
detailed in the RFFS company medical standards. Medical examinations
of all staff are undertaken by approved Company Occupational Health
Consultants.
15.26
Emergency Lighting
15.26.1
All fire appliances are fitted with task lights giving a level of illumination and
floodlight cover for a foreseeable medical emergency situation.
15.27
Casualty Shelters and Blankets
15.27.1
In the case of a medical emergency or incident requiring medical support,
the Local Ambulance Service or through their partners can provide a casualty
shelter and extra blankets.
15.28
Mortuary Facilities
15.28.1
No mortuary facilities exist on the airfield. Ambulances would be used to
transport bodies to a local hospital or suitable storage facility.
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EMERGENCY PLANNING
16.0
Integrated Management Response to an Accident / Emergency
16.0.1
Responsibility
16.0.1.1 The Emergency Planning Committee is the relevant body for the review,
amendment
and
planning
of
accident
and
incident
emergency
organisation. The EPC works directly with the Civil Contingencies Planning Team
from the County and Borough Councils.
16.0.1.2 Details of this group are provided in Section 2. The Committee through the
AGM’s appointed person; the Senior Airfield Operations Assistant; are responsible
for the production and amendment of Emergency Orders.
16.0.2
Routine Testing
16.0.2.1 The frequency of major exercises is in accordance with CAP 168 Chapter
9.
16.0.2.2 The Airfield has training programs to ensure that all parties involved are fully aware
of their responsibilities and required actions.
16.0.2.3 Testing involves the use of actual exercises, table top and communications
exercises to demonstrate the effectiveness of the procedures.
16.0.2.4 The Airfield Fire Service holds exercises on the Airfield on a regular basis.
Major exercises involve outside agencies.
16.0.2.5 Liaison visits and training is carried out in conjunction with the Civil Contingencies
Planning Team and local Emergency Responders network.
16.0.3
Post-Accident Management
16.0.3.1 The Post Accident Procedures will be the same as those described in the
Emergency Orders (Aircraft Accident), scaled down if necessary, to
comply with the nature of the incident.
If the accident is not serious
enough to prolong the involvement of the emergency service beyond
incident closure, it may be necessary for the aircraft operator and Airfield Authority
staff to work with the AAIB inspectors until the latter feel that all evidence
and investigative procedures have been concluded.
16.0.3.2 An aircraft recovery plan has been compiled by the Airfield and is held within the
RFFS Manual (CIMS/RCA/DA/AO/4.0).
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16.0.4
Emergency Orders
16.0.4.1
Emergency Orders are published and issued to those with a direct
responsibility for actions in the event of an aircraft accident or incident.
16.0.4.2 It is a requirement that all Airfield staff are familiar with the content and
application of the procedures contained in the orders. These may be in
addition to specific company instructions or procedures.
16.0.4.3 The distribution, control and amendments of the Emergency Orders are
responsibility of the Senior Airfield Operations Assistant under the AGM.
16.0.5
Accident \ Incident and Mandatory Reporting Policies
16.0.5.1 A reportable accident is any accident occurring between the time a person
boards an aircraft with the intention of flight and until such time as all
persons have disembarked during which any person sustains harm or the
aircraft suffers significant damage. All notifiable accidents shall be
reported to the CAA.
16.0.5.2 The responsibility for the reporting of notifiable accidents is delegated to
ATS. All ATS staff are required to be familiar with the responsibilities
regarding MOR in accordance with the ANO (Article 106) and Airfield Operations
Procedures.
16.0.5.3 In the event of an aircraft incident or accident on or adjacent to the
aerodrome, the co-ordination of the accident reporting procedure is the
responsibility of the on duty AGO. The report is to be made by the quickest
means available to the AAIB.
16.0.5.4 Details are contained in the Airfield Emergency Orders and Airfield Operations
Procedures CIMS/RCA/DA/AO documents.
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AIR TRAFFIC SERVICES
17.0
Air Traffic Management
17.0.1
ATS is managed in accordance with the CIMS Governance and Airfield Operations
Procedures CIMS/RCA/DA/AO documents.
17.0.2
Co-ordination between the Airfield and Fleetlands ATZ is effected in accordance
with the Letter Of Agreement (LOA) contained in the Airfield Operations
Procedures CIMS/RCA/DA/AO/3.1.
17.1
Runway in Use
17.1.1
Selection of a Runway in Use
17.1.1.1 As detailed in Airfield Operations Procedures CIMS/RCA/DA/AO/3.2 - Runway In
Use.
17.1.1.2 ATS will always assist crews in providing a safe and expeditious arrival
and departure. It is recognised that ‘non-runway in use’ requests will be made.
These will be accommodated depending on the operational demand and difficulty.
It is recognised the Aircraft Commander has ultimate responsibility in forming a
judgment for the optimum runway. Aircraft Commanders must accept that a request
for a runway other than the nominated duty runway may incur a delay.
17.2
Noise Abatement Procedures
17.2.1
Refer to Airfield Operations
Abatement.
17.3
Alerting the Emergency Services
17.3.1
Search and Rescue Alerting
Procedures CIMS/RCA/DA/AO/11.2
– Noise
17.3.1.1 The procedures detailed in the Airfield Emergency Orders are to be followed.
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INTENTIONALLY BLANK
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C OMMUNICATIONS AND N AVAIDS
18.0
Ground Radio Communications
18.0.1
The Airfield operates a digital ground frequency for vehicles and ground traffic
to communicate with ATS and to seek approval to navigate the airside areas. In
addition a dedicated Operations/RFFS frequency is reserved for Airfield
Authority use. This is known as ‘Lee Base’.
18.1
Radio Navigational and Landing Aids
18.1.1
The Airfield operates only an Air to Ground Communications Service (AGCS)
118.925 ‘Lee Radio’.
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