Aerodrome Aprons Manual aerodrome... · Aerodrome Aprons Manual ORIG – Date 15 April 2020 This...

Aerodrome Aprons Manual

REPLACEMENT - Date 15 April 2020 This page becomes UNCONTROLLED when printed

Bermuda Skyport Corporation Limited

Bermuda Airport Project

AERODROME APRONS MANUAL

L.F. Wade International Airport

REPLACEMENT

Date of Issue: April 15, 2020


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RECORD OF AMENDMENTS

Instructions:

• Each new amendment consists of an amendment transmittal note and a set of new pages. Please replace the affected pages in the manual with the ones specified in the note.

• As soon as all the new pages are inserted, check the revised manual for accuracy against the new list of effective pages.

• Insert the amendment transmittal note immediately after the cover page.

• Discard the replaced pages.

• In the record below, enter the amendment number, effective date of the amendment, date of insertion and your initials in handwriting.

Note: For the purposes of this manual, all dates will be provided in the dd/mm/yyyy format.

Amendment Number

Effective Date Details Initials

ORIGINAL 15/02/2019 JI

Replacement 20/12/2019 General Update JI

Replacement 15/04/2020 General Update JI


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LIST OF EFFECTIVE PAGES Note: For the purpose of this manual, all dates will be provided in the dd/mm/yyyy format.

Amendment Number

Effective Date Pages Affected Initials

ORIGINAL 15/02/2019 JI

Replacement 20/12/19 Several JI

Replacement 15/04/20 Routine JI


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LIST OF HOLDERS Holder

1. Director General, Bermuda Civil Aviation Authority

2. President, Bermuda Skyport Corporation Limited

3. Director, Air Operations

4. Air Operations Officer

5. Director, Safety

6. Airport Duty Officers

7. Head of Aviation Security

8. Menzies Aviation – General Manager

9. Bermuda Security Group – Local General Manager

10. Longtail Aviation – Chief Operating Officer

11. Air Canada – Station Manager

12. American Airlines – Station Manager

13. British Airways – Station Manager

14. JetBlue Airways – Station Manager

15. Delta Airlines- Station Manager

16. United Airlines- Station Manager

17. SOL Aviation– Aviation Supervisor

18. Bermuda Customs - Collector of Customs

19. WestJet- Station Manager

20. Bermuda Fire and Rescue Services (BFRS)- Chief Fire Officer

21. Bermuda Immigration

22. Cedar Aviation- General Manager

23. Bermuda Airport Authority – Chief Executive Officer (CEO)


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FOREWORD This manual was prepared by the office of the Director, Skyport Airport Operations with the objective of providing Airport Duty Officers with policies and procedures to conduct normal and non-routine operations at the airport. The scope of the manual is focused on the operational safety, regularity and efficiency of apron facilities, services, equipment and procedures. All Skyport personnel, contractors and airport users are encouraged to propose changes to this manual, should they be required. In this manner, its contents will always be relevant and reflective of the operation of the airport. All proposed changes would be submitted in writing to the Director, Airport Operations. Airport Duty Officers work under the supervision of the Director, Airport Operations, to monitor the provision of ground services on Apron 1 in accordance with established policies and procedures to ensure a high level of customer service on behalf of Skyport. Airport Duty Officers also perform administrative and associated duties. All Skyport personnel, contractors, tenants and airport users shall follow the policies, standards and procedures contained herein as they apply to each individual situation. This manual is approved by the President, Bermuda Skyport Corporation Limited, and it will come into force on the date of approval. On behalf of Bermuda Skyport Corporation Limited

15 April, 2020 _____________________________ _____________________________

President Date Bermuda Skyport Corporation Limited


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TABLE OF CONTENTS

1 INTRODUCTION ............................................................................................................. 1-10

1.1 Skyport Airport Operations Organization ................................................................................. 1-10

1.2 Regulatory Standards .............................................................................................................. 1-10

2 APRON LAYOUTS, FACILITIES AND SERVICES......................................................... 2-10

2.1 Site and Facilities ..................................................................................................................... 2-10

2.2 Current Apron I Layout ............................................................................................................ 2-10

2.3 Current Apron II Layout ........................................................................................................... 2-11

2.4 Current Apron III Layout .......................................................................................................... 2-11

2.5 Current Apron IV Layout .......................................................................................................... 2-12

2.6 Current Apron V Layout ........................................................................................................... 2-12

2.7 Current Apron VI Layout .......................................................................................................... 2-12

2.8 Future Apron VII Construction ................................................................................................. 2-12

3 AIRCRAFT OPERATIONS ............................................................................................. 3-12

3.1 Aerodrome Services - General ................................................................................................ 3-13

3.2 Policies and Guiding Principles ............................................................................................... 3-13

3.3 ADO Training ........................................................................................................................... 3-13

3.4 Engine Starts and Idling ........................................................................................................... 3-13

3.5 Reverse Thrust ........................................................................................................................ 3-13

3.6 Aircraft Engine Run-ups ........................................................................................................... 3-14

4 APRON OPERATING PROCEDURES ........................................................................... 4-15

4.1 Apron I Management ............................................................................................................... 4-15

4.1.1 Passenger Boarding and Disembarking ....................................................................... 4-15 4.1.2 Normal Parking Stand Departure Operations .............................................................. 4-15

4.2 Parking Stand Assignment ...................................................................................................... 4-15

4.3 Non-Routine Operations .......................................................................................................... 4-17

4.3.1 Corporate Aircraft Parking ............................................................................................ 4-17 4.3.2 Military Aircraft Parking ................................................................................................ 4-17 4.3.3 Pushback from Stands 4, 5, 6, 7 and 8 ........................................................................ 4-17 4.3.4 Powerback .................................................................................................................... 4-18 4.3.5 Refuelling Operations with Passengers on Board ........................................................ 4-18

4.4 Operational Procedures for Use of Aprons III and VI .............................................................. 4-19

4.4.1 Apron Checks and Preparation .................................................................................... 4-19 4.4.2 Ground Handling of Aircraft .......................................................................................... 4-19

4.5 Apron Random Checks ............................................................................................................ 4-20

4.6 Apron Safety Management ...................................................................................................... 4-20

4.7 Safety and Quality Reporting ................................................................................................... 4-20

4.8 Noise Abatement ..................................................................................................................... 4-21

4.9 Access to the Security Restricted Area (SRA) ........................................................................ 4-21

4.10 Airside Vehicle Control ............................................................................................................ 4-21

4.11 Handling of Hazardous Materials ............................................................................................. 4-21

4.11.1 Dangerous Goods Aircraft Operations ......................................................................... 4-21 4.12 Fuel Storage ............................................................................................................................ 4-22


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4.13 Aerodrome Emergency Plan .................................................................................................... 4-22

APPENDIX A: AERODROME MAPS .......................................................................................23

1. AIP AERODROME MAP .....................................................................................................23

2. APRON I LAYOUT..............................................................................................................24

3. APRON II LAYOUT (EMERGENCY USE ONLY) ...............................................................25

4. APRON III LAYOUT ............................................................................................................26

5. APRON IV LAYOUT ...........................................................................................................27

6. APRON V LAYOUT (CLOSED) ..........................................................................................28

7. APRON VI LAYOUT ...........................................................................................................29

APPENDIX B: AIRPORT DIRECTIVES ....................................................................................30


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GLOSSARY OF TERMS AND ABBREVIATIONS

Term/ Abbreviation Description

ADO Airport Duty Officer

AEP Airport Emergency Plan

Aerodrome Licensed or certified airport

AIP Aeronautical Information Publication

Airport means the building and any other buildings immediately adjoining it that is under the jurisdiction of the L.F. Wade International Airport.

Airside that area on an airport that is intended for activities related to aircraft operations and to which access is controlled and restricted.

AOC Airline Operators Committee

AOO Air Operations Officer

AOWG Airport Operations Working Group

Apron the area of an airport that is not part of the maneuvering area. Aprons are intended to accommodate the loading and unloading of passengers and cargo and the refueling, servicing, maintenance and parking of aircraft. L.F. Wade International Airport has six (6) aprons.

ASEU Airport Security Enforcement Unit

ASM Airport Safety Manual

ASO Aviation Security Officer

ATC Air Traffic Control

ATD Airside Traffic Directives

ATE Air Traffic Engineering

AVOP Airside Vehicle Operators Permit

AVP Airside Vehicle Permit

AWMM Aerodrome Work and Maintenance Manual

BAA Bermuda Airport Authority

BCAA Bermuda Civil Aviation Authority

BDA IATA aviation designation for L.F. Wade International Airport

BFRS Bermuda Fire and Rescue Services


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Term/ Abbreviation Description

BWS Bermuda Weather Service

ECC Emergency Coordination Centre

FAA Federal Aviation Administration

FOD Foreign Object Damage/ Debris

GES Ground Electronic Services

ICAO International Civil Aviation Organization

JIG Joint Inspection Group

MET Meteorological Services

MFV Major Foam Vehicle

NCASP National Civil Aviation Security Programme

NOTAM Notice to Airmen

NYARTCC New York Air Route Traffic Control Center

OTAC Overseas Territories Aviation Circular

OTAR Overseas Territories Aviation Regulations

PCO Plan of Construction Operations

PBB Passenger Boarding Bridge

Skyport Bermuda Skyport Corporation Limited

SMS Safety Management System

SOC Security Operations Center

SRA Security Restricted Area

USCBP United States Customs and Border Protection


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1 INTRODUCTION

The airport shall be operated in compliance with the standards set out in the AN(OT)O, OTAR139 and all relevant OTARs, along with any conditions specified by Bermuda Civil Aviation Authority. The purpose of this manual is to describe the characteristics, facilities, services and operational procedures for each of the aerodrome’s aprons. Apron VII and I are the only Aprons on the airport for the handling of commercial flights and passengers, and hence containing the only Security Restricted Area (SRA). Therfore, some of the standards and procedures outlined in this manual, are unique to operations on these Aprons.

1.1 Skyport Airport Operations Organization

Bermuda Skyport Corporation Limited (Skyport) oversees the daily operations of the Airport with responsibility for the safety and security of all operations (for Skyport Organizational Structure refer to AOM Appendix F). To support the operation, Skyport contracts several services to different organizations, and receives support from various governmental agencies. Section 1 describes how the Airport Duty Officer (ADO) interfaces with each one of these contractors and governmental agencies.

For a description of the providers of aerodrome services refer to AOM Section 2.3

1.2 Regulatory Standards

The Aerodrome Aprons Manual, prepared by Skyport, contains the standards set by the airport operator and the services provided for at the airport. Skyport will meet or exceed minimum standards established by the AN(OT)O, OTAR139 and all relevant OTARs. The United States Federal Aviation Administration (FAA) applicable standards to Bermuda will also be adhered to where appropriate. To assure compliance with these regulatory standards, Skyport maintains a Quality System in accordance with the policies, standards and procedures contained in the SMS Manual, Quality Manual and Safety & Health Manual.

2 APRON LAYOUTS, FACILITIES AND SERVICES

2.1 Site and Facilities

L.F. Wade International Airport currently operates with seven apron areas. Apron VIII is the main commercial passenger terminal with Apron I providing remote parking capacity and cargo operations. Apron II is currently limited in providing aircraft parking due to storage requirements for the new terminal construction project. Apron III is used for smaller military aircraft as well as GA aircraft. Apron IV is used by GA aircraft and Apron VI is used for contingency flights unable to be parked on Apron VII or Apron I; for aircraft carrying dangerous goods, and provides the only isolation apron for the airport.

The current AIP Aerodrome Plan and Apron Layouts are available (see Appendix A).

2.2 Current Apron I Layout

Apron I is located in the South West area of the airport. The Apron has a total of 6 parking stands, the geographic coordinates for which can be found in the Bermuda AIP.



Aircraft parking positions on Apron I are positioned on a continuous Pavement Quality Concrete (PQC) paved area from Stands 1 to 6. Apron I also has a fuel hydrant system to enable aircraft refueling without the requirement for fuel tankers manoeuvring between parked aircraft. There are no weight restrictions on Apron I.

Apron I layout is comprised of yellow paint marking for the stand centerlines and white paint marking for stand edges. The centerline markings are spaced at approximately 62 metres between Stands 2, 3, 4 and 5, and at approximately 67 metres between Stands 1 and 2, Stands 5 and 6, and Stands 7 and 8. This setting-out suits the parking of Code D wingspan aircraft on Stands 2 to 5 and for Code E aircraft up to a 61 metre wingspan on Stands 1 and 6. However, due to the depth of Apron I and the location of the fuel hydrants, only shorter Code D (B767-200) and shorter Code E (B777-200, A330-200 and A330-300) aircraft are able to park and refuel on Apron I without infringing the minimum taxiway to object clearances stipulated in ICAO Annex 14 7th Edition clearances.

There is one regular cargo flight operated by Cargo Jet (B757) that parks on Apron I.

In addition to possible scheduled commercial flights, there are occational emergency diversion flights requiring access to Apron I. These can include any of the aircraft codes which requires careful management to ensure that minimum wingtip clearances are maintained between aircraft parked on adjacent stands and the aircraft tails do not overhang the taxiway edge line marking that ensures minimum taxilane centerline to object clearances are maintained. These apron constraints require a clear definition and management for aircraft parking to ensure the safe and efficient operation of Apron I by ADOs and ground handlers. Stand 1 has been designated for this purpose.

A sole license has been provided to Menzies for ground handling services on Apron I and VII. Occasionally, Cedar Aviation may co-ordinate aircraft operations to Apron I or VII through mutual agreement with Menzies together with co-ordination and communication with Skyport Operations.

2.3 Current Apron II Layout (Closed)

Apron II pavement is asphalt construction with no designated aircraft parking position or apron taxilane centerline markings.

Apron II is suitable for parking of a limited number of small military aircraft and as a contingency apron for Code C and GA flights with more that 40 passengers in the event that stands are not available for aircraft parking on Apron I. As Apron II does not have a fuel hydrant system, aircraft refueling will either be by fuel tanker or by towing the aircraft to Apron VII once a stand becomes available.

2.4 Current Apron III Layout

Longtail Aviation provides Aircraft Hangarage and parking services on Apron III and subcontracts Cedar Aviation for the provision of other ground handling services. However, these operations are not exclusive. Occasionally, Cedar Aviation may co-ordinate aircraft operations on Apron III through co-ordination and communication with Longtail Aviation and Skyport Operations.

Aircraft parked on Apron III are positioned on three individual PQC paved areas suitable for Code C aircraft. The pavement areas between and around the stands are Asphalt construction with apron taxilane centerline marking. The apron has pavement line markings for three Code C designated aircraft parking positions and apron taxilane centerline marking



for aircraft with up to a 30 metre wingspan. Apron III is one of the aprons designated for military aircraft parking.

An aircraft hangar with capacity for three Code C aircraft is located behind the apron area, two bays of which are used by Longtail Aviation for sheltered aircraft storage and for aircraft maintenance.

2.5 Current Apron IV Layout

Apron IV is used by Cedar Aviation as a dedicated General Aviation facility. A license has been provided to Cedar Aviation for ground handling services on Apron IV.

Apron IV is Asphalt construction with apron taxilane centerline marking but with no designated aircraft park position marking. The maximum size aircraft that the apron can accommodate are Code C aircraft depending on the individual tail fin heights, the height restriction being imposed by the transitional surface of the obstacle limitation surfaces (OLS).

2.6 Current Apron V Layout (Closed)

Apron V is Asphalt construction with taxiway centerline marking as part of the Runway 30 taxiway hold system. The pavement levels south of the runway hold taxiway exceed the required maximum slope of 1% rendering the apron as non compliant for use for commercial aircraft parking.

2.7 Current Apron VI Layout

Apron VI is designated as the only suitable apron available for use as an aircraft isolation position or for aircraft carrying hazardous materials.

Apron VI is Asphalt construction with taxiway and apron centerline marking suitable for a combination of aircraft park positions for either three self manoeuvring Code D C130 aircraft or for a single self manoeuvring Code E aircraft.

2.8 Current Apron VII Layout

Apron VII will be a combination of PQC and Aspalt construction with taxiway and apron centerline markings suitable for a combination of six (6) Code C aircraft or two (2) Code E and two (2) Code C aircraft parking positions. The apron will provide connectivity to the new terminal building via passenger boarding bridges and will be equipped with a fuel hydrant system.

Flight schedules over the last few years have only included one Code E aircraft (B777-200) flight per day operated by British Airways. All other commercial flights have been Code C aircraft operated by American Airlines, Delta Airlines, Jet Blue, United Airlines, Air Canada and West Jet.

3 AIRCRAFT OPERATIONS

All security and safety incidents, accidents and hazards shall be reported as described in the SMS Manual. For situations requiring immediate action, the ADO is responsible for coordinating an appropriate response with the applicable Skyport official, government entity or contactor. A few of these situations require specific action and are outlined in the following sections.



3.1 Aerodrome Services - General

For aerodrome services, refer to AOM Sections 2.2 and 2.3

3.2 Policies and Guiding Principles

On a day to day basis, the ADO is the focal point for airport operations, and helps to ensure that all the systems, departments and contractors provide a level of service that meets the expectations of passengers and airlines. Included in the main objectives and guiding principles for an ADO, are the following:

• Serve as a first point of contact for emergencies and non-routine operations;

• Update relevant managers and other interested parties in a timely manner;

• Maintain a smooth passenger flow;

• Coordinate the efforts of Skyport employees and contractors;

• Identify factors that could affect passengers, airlines or airport employees and take appropriate action; and

• Be sensitive to the needs of passengers and airport visitors.

3.3 ADO Training

Training needs will be identified and addressed in accordance with Chapter 4 of the Quality Assurance Manual. When an ad hoc training session is required due to a regulatory or procedural change, the Director, Operations will conduct the training session accordingly or ensure that said training is made available.

3.4 Engine Starts and Idling

It is recommended that engine starts be performed only after an aircraft has been pushed back from Parking Stand areas. When starting aircraft engines on the apron, there is a greater chance of FOD ingestion and engine intakes are in closer proximity to personnel and equipment. However, some engine-start methods use ground support equipment and thus must occur on the apron. Ground crews working with aircraft using such methods must have heightened awareness and adopt rigorous safety practices.

There are also hazards associated with idling engines. When using ground idle power a commercial aircraft can produce a compact version of a Category 3 hurricane, with an engine wake approaching 120 mph (104 kt or 192 km/h) with temperatures of 100°F (38°C).

This wake velocity can increase by a factor of two or three as the throttles are advanced and the airplane begins to taxi. Airport operators should develop procedures to ensure that passage of vehicles or personnel does not occur while on-stand engine starts or idle engine runs are occurring.

3.5 Reverse Thrust

It is not recommended that thrust reversers be deployed on apron areas as a pushback method. Their use may spread FOD around the apron and may injure persons in proximity to the aircraft.

There may be circumstances upon which, Skyport Operations may consider authority on aircraft “power back” or self maneuver. However, before doing so, a risk assessment must be carried out with consideration of the following factors:



• Jet blast or prop wash;

• Surface conditions;

• Noise levels;

• Communication with other users that a power-back is about to take place (especially if there is a vehicle corridor located at the tail of the stand);

• Manoeuvring space;

• Conflict with other traffic (pushback, power-back or taxiing); and

• Impact on pedestrians, buildings, vehicles, mobile equipment and other aircraft.

If it becomes necessary for an aircraft to use its own power to maneuver away from a stand because the aircraft does not have push back capability then the criteria in (AOM 3.14.3) must be adhered to.

3.6 Aircraft Engine Run-ups

There are occasions when an aircraft will need to conduct an engine test prior to flight and/or

general maintenance checks. No engine run-ups other than the standard warming-up of

piston driven or turbine / propeller engines; or routine engine and instrument checks,

prior to take off will be conducted without the prior consent and approval of Skyport

President, Director, Operations or an authorized agent on the behalf.

Aircraft operators must get authorization said officials prior to conducting any aircraft engine run-ups. The ADO will notify ATC, BFRS and Skyport management of the requested operation. Aircraft operators will ensure that direct radio contact with the ATC control tower is maintained during run-ups.

• Run-up of aircraft engines at power settings above idle power on Apron I, II, III, IV, V and VII will not be conducted under any conditions.

• Run-up of aircraft engines at power settings above idle power will only be conducted on Apron VI (finger).

• Maintenance / testing / fuel burn of aircraft engines at or above break-away thrust settings shall not exceed 15 minutes. If aircraft requires more than 15 minutes for this operation the aircraft must be repositioned onto the runway.

• Aircraft operators will ensure that any ground service vehicle accompanying an aircraft to a run-up, maintains direct radio contact with the ATC control tower. In the case of a non-radio equipped vehicle, it must remain with the aircraft during the entire time spent on active movement areas.

• The operator must ensure that the aircraft is in such a position that jet blast does not create an unsafe environment within the path of the jet blast. It is also required that prior to the commencement of the test, a visual inspection of the area that will be effected by the jet-blast is clear of any FOD, personnel and/or equipment.

• The operator must provide marshaling service in the effected jet-blast area to ensure that no personnel and/or equipment transverse through the area.

• The time of the run-up of aircraft engines will be assigned by the Airport Operations Officer



4 APRON OPERATING PROCEDURES

All security and safety incidents, accidents and hazards shall be reported as described in the SMS Manual. For situations requiring immediate action, the ADO is responsible for coordinating an appropriate response with the applicable Skyport official, government entity or contactor. A few of these situations requiring specific action include the following:

• Foreign Object Debris (FOD) shall be properly disposed of and reported by filling out a FOD Incident Report.

• Aircraft accidents or incidents are to be reported immediately to ATC, ADO, BFRS, BCAA and Skyport Management personel.

• Incidents or accidents involving a fire or hazmat hazard shall be reported immediately to the BFRS through existing airport radios or cell phone.

• Observations of situations not immediately critical, but potentially unsafe may be reported using the reporting format outlined in the SMS Manual.

4.1 Apron VII & I Management

4.1.1 Passenger Boarding and Disembarking

To comply with Bermuda security and ICAO regulations, boarding and disembarking passengers shall never be mixed. In addition, passengers departing to the US, having been pre-cleared to arrive in the US, are not permitted to mix with passengers departing to non US airports. The ADO inconjunction with the Security Operations Center (SOC) is responsible for ensuring that the corridors used for arriving and departing passergers are manage according to Standard Operationg Procedures (SOP’s) for the steril corridors. To assist in avoiding the intermixing of US and non US passengers, swing gates will be utilized to allocate the terminal for International or US departures.

4.1.2 Normal Parking Stand Departure Operations

Aircraft conducting commercial flights shall always be parked nose in and on the lead-in line of the stand. In addition, all aircraft arriving or departing require marshalling. Menzies – the handling agent for the airport – is responsible for the marshalling of aircraft to comply with this requirement. The ADO shall oversee and monitor the compliance of these policies. All aircraft must be pushed back from parking stands, except as provided for in Section 0 below.

4.2 Parking Stand Assignment

The ADO has the responsibility to assign parking stands to arriving flights in a manner that provides consistency to the airlines, ground handler and ATC, and that ensures passenger safety and convenience. The following are guiding policies for Parking Stand assignment:

• Parking Stand assignments shall be in accordance with existing practices and supported by the aircraft codes associated with each stand on Apron VII and I.

• Freight operations shall be assigned Stand 12A on Apron I.

• Priority is always given to commercial aircraft when assigning stands.

• Standard Operating Procedures (SOP’s) for the allocation of fixed airport resources have also been developed for additional guidance.



The following procedure shall be followed by the ADO:

• The airline representative (or a designee) will call the ADO and give the following information for each flight of the day:

• Estimated times of arrival and departure

• Passenger Load

• Aircraft type

• Services required (if necessary)

NOTE: Aircraft operators/handlers must, on a timely basis, advise the ADO of any change in schedule, at which point a revised stand assignment will be generated.

• The ADO will assign a stand in accordance with the guiding policies listed above.

• The ADO will advise the handler or operator of stand assignment selection, via landline or electronic means.

• The ADO will immediately advise ATC of any change in the stand assignment.

• The ADO will advise the ground handler of the change in the stand assignment.

• ATC will inform the pilot which stand has been assigned to their aircraft.

• The air traffic controller will provide positive control on the runway and all taxiways, and advisory information on aprons.

• Pilots will contact the air traffic ground controller on 124.5 for start/push clearances and taxi to/from stands.



4.3 Non-Routine Operations

4.3.1 Corporate Aircraft Parking

Corporate (General Aviation) aircraft are to park on Aprons III, IV and VI (finger) unless specifically authorized by the ADO, Director of Airport Operations or President. Parking on Apron I or VII will be permitted for fueling requirements or when an aircraft with high passenger numbers require H. S. Customs or Immigration services and clearances.

4.3.2 Military Aircraft Parking

All military aircraft are to be limited to Aprons I, II, III, IV and VI (finger) unless specifically authorized to use Apron VII by the ADO, Director of Airport Operations or President. Military aircraft can be expected to be the only approved aircraft for parking on Apron VI. It can also be expected that only wide-bodied military aircraft will receive approval to be parked on Apron VII. All Military aircraft needing to utilize Apron VII must have its request submitted in a recordable format i.e. (email) and must receive approval from Skyport prior to utilization.

• If needed or requested for security reasons, stands on either side of the assigned stand must be empty and blocked until the operation is completed.

Most military aircraft are assumed, unless otherwise advised, not to be able to connect to a push-tug when departing and, if that is the case, must be parallel parked on Apron III or VI (finger). There will be no approved parallel parking on Apron VII. Parallel parking on Apron I must be approved by the ADO, Director of Airport Operations or the President.

4.3.3 Pushback from Stands 4, 5, 6, 7 and 8

All aircraft, except some corporate or military jet aircraft, must be pushed back from Stands 4, 5, 6, 7 and 8. Due to the close proximity of Stands 4, 5, 6, 7 and 8 to Kindley Field road, the new terminal construction zone and the possible effect of jet blast on motorists or construction workers, the following procedure must be followed:

• Stands 4 and 5: The aircraft will be pushed back to taxiway using normal main gear over lead-in guidance markings until the nose gear is aligned on Apron I taxilane centerline.

• Stand 6: Aircraft will be pushed back with main gear over the push back guidance markings until the nose gear is located over the push back stop line with the aircraft aligned Northwest. A 45 degree angle between the aircraft's longitudinal axis and the north boundary of Apron I can be used as a reference for Northwest.

• Stand 7: The aircraft's tail may be pushed to the North but no more than to the Northwest. A 45 degree angle between the aircraft's longitudinal axis and the north boundary of Apron 1 can be used as a reference for Northwest.

• Stand 8: The aircraft's tail must be pushed to the East at least as far as Stand 7. The tail may then be pushed to the North or to the Northwest as described for Stand 7 above.



4.3.4 Powerback

Note: Powerback is not permitted on Apron VIII without authorisation. If it becomes necessary for an aircraft to use its own power to maneuver away from a stand because the aircraft does not have push back capability, then the criteria in AOM Appendix B Section 9.6 must be adhered to. Authorization must be granted by the ADO, Director of Airport Operations or the President. When needed and after authorization by the ADO, Director of Airport Operations or the President, Stand 3 is the preferred stand for power-backs, although Stands 1 or 2 can also be used. Stands 4, 5, 6, 7 and 8 will not be used for such operations.

4.3.5 Military Aircraft

As noted in section 3.14.1, military aircraft are to be limited to Aprons I, II, III, IV and VI (finger) unless specifically authorized to use Apron VII by the ADO, Director of Airport Operations or the President. Corporate type military aircraft can be expected to be the only approved aircraft for parking on Apron VI. It can also be expected that only wide-bodied military aircraft will receive approval to be parked on Apron I. All Military aircraft requesting to utilize Apron I must apply by way of a recordable format i.e. (email, letter or PPR form) and must receive approval from Bermuda Skyport Corporation Limited prior to utilization. For added security, if needed or requested, and as available, stands on either side of the assigned stand may remain empty and blocked until the operation is completed. Parking area Apron III and Apron VI (finger) are common airport use areas for all operators and visiting aircraft. The use of any of these areas must be coordinated with the ADO through Bermuda Skyport Corporation Limited prior to use. Most military aircraft are assumed, unless otherwise advised, not to be able to connect to a push-tug when departing. If that is the case, must be parallel parked on Apron II or III, or must follow the marshaled directions along the paint-marked lead lines to the stop positions on Apron VI (finger). There will be no approved parallel parking on Apron I or VII without authorization from the ADO, Director of Airport Operations or the President.

4.3.6 Refuelling Operations with Passengers on Board

When an aircraft is refuelled with passengers or crew on board, a potentially unsafe situation exists and the following safety precautions shall be taken by the ADO while monitoring such an event:

• The ADO shall coordinate with the ATC the availability of at least one BFRS foam equipped vehicle to stand in position during the operation.

• Portable fire extinguishers must be readily available

• Refueling operations must be a minimum of 15 meters from any open flame or source of ignition, including cellular phones

• Vehicles and equipment must not be positioned within a 3 meter radius of the refueling vent openings



In addition to the above, for refueling with passengers on board, two-way communications should be maintained by airplane intercommunications system or other suitable means between the ground crew supervising the refueling and the pilot-in command or other qualified personnel, who, if necessary, will be ready to initiate and direct an evacuation of the airplane by the most practical and expeditious means available. A minimum of two exits must be available for emergency egress: one with the passenger stairs in place and the other available for emergency chute deployment on the non-refueling side of the aircraft. During lightning and severe weather warnings, Skyport has implemented the Thorguard L150 system that signals (visual and audio) to all on the active Apron that lightning is present in the area, upon which, each respective agency shouldinitiate its severe weather SOPs.

4.4 Operational Procedures for Use of Aprons III and VI

If operations permit, the ADO is to be present for parking events on Aprons III and VI.

4.4.1 Apron Checks and Preparation

Prior to the arrival of an aircraft using Aprons III and VI, the following procedures shall be followed by the FBO agent(s) and/or ADO:

• Conduct the safety checks and prepare for the arrival of the aircraft.

• Check that any temporary or permanent safety barriers are secure and in the correct positions.

• Carry out a FOD check of the entire apron area. ADO to call for sweeper and or BRFS support as if required.

• Check that mobile floodlight units are functional and in the correct positions, if the aircraft is to service or to remain overnight.

• A qualified and certified marshaller with required support personell are to be on apron in readiness for the arriving aircraft.

• Wing walkers will be in position for all Code C and above aircraft.

• All support staff are to wear PPE throughout operations.

4.4.2 Ground Handling of Aircraft

During the aircraft turn-around, the following procedure shall be followed by the FBO agent(s) or military operator:

• Marshall the aircraft to the predetermined and marked park position.

• Chock the aircraft wheels.

• Ground the aircraft if refuelling is anticipated.

• Place marker cones to indicate the aircraft wingtip positions.

• Transport flight crew, passengers and any baggage to the FBO or passenger terminal.

• Any cargo or equipment removal is to be coordinated through Skyport Operations.

• An approved process must be prepared before transporting large items through the runway strip. Required equipment must be available for the removal of cargo or equipment that becomes stranded while being transported from Apron VI.



• Check and reposition/adjust mobile floodlight units to provide sufficient lighting for nightime identification and security.

• BRFS are to be in attendance throughout refuelling operations.

• Observe, identify and report any fuel or hazardous waste spills.

• Coordinate and communicate overnight parking on Aprons III and VI to Airport Patrol Agencies, including duration and location of aircraft parking.

4.5 Apron Random Checks

Each shift, the ADO is responsible for performing a general check on Apron I for safety and compliance with airport regulations and policies. The following procedure shall be followed:

• The ADO will fill out an Apron Safety Checklist form.

• Any findings will be transcribed in the notes section of the form.

• If there are any incidents or hazards to report, an incident report must be completed in Vortex.

• The completed forms shall be filed in a binder marked “Apron Random Checks”, and left available for inspection in the duty room for at least 30 days.

4.6 Apron Safety Management

Skyport has numerous directives in place to oversee the many safety aspects present on Aprons. This includes the Airside Operations Working Group (AOWG) and the Airline Operators Committee (AOC) that are mandated to monitor apron activities and implement changes to ensure continuous safe apron operations. All persons operating on active Aprons must wear high-visibility safety vests as well as PPE where needed. Skyport maintains specific guidelines and procedures to monitor apron safety including the Airport Vehicle Operators Permit (AVOP), the FOD awareness program (which covers apron sweeping and cleaning) and the Safety Management System software (Vortex), which allows agencies operating on all Aprons to assist Skyport in the overall monitoring of apron safety. The Airport Infraction Policy (AOM Appendix D) covers the policy and guidelines involving fines. SOL Aviation Services shall follow the directive governing safety aspects on the Apron.

4.7 Safety and Quality Reporting

All security and safety incidents, accidents and hazards shall be reported as described in the SMS Manual. For situations requiring immediate action, the ADO is responsible for coordinating an appropriate response with the applicable Skyport official, government entity or contractor. A few of these situations require specific action:

• FOD shall be properly disposed of and reported by filling out a FOD Incident Report.

• Aircraft accidents or incidents are to be reported immediately to ATC, ADO, BFRS, Skyport Management and then reported using the Vortex Safety system.

• Incidents or accidents involving a fire or hazmat shall be reported to the BFRS on the trunk radio (3B) or via cell phone.



• Observations of situations not immediately critical, but potentially unsafe may be reported using the Vortex Safety system.

4.8 Noise Abatement

For noise abatement procedures refer to AOM Section 3.4

4.9 Access to the Security Restricted Area (SRA)

Apron I is designated as a Security Restricted Area (SRA). The Airport Security Enforcement Unit (ASEU) regulates access on a 24-hour basis via the Gate 102 and 103 security post. They control access of persons and vehicles entering the SRA. ASEU can be contacted by radio (Ground Control – 3A or security channel) or telephone – 299-4846 / 734-8741 (Supervisor). The Bermuda National Aviation Security Program (NCASP), as required by OTAR 178, governs the Aerodrome. It outlines the organization of aviation security within Bermuda and details the legal requirements and recommendations that constitute the Standards and Recommended Practices which are necessary to safeguard civil aviation against acts of unlawful interference. A copy of the NCASP can be found with the Skyport Head of Aviation Security (HAS) for any further information necessary for clarification. The NCASP is a restricted document. Detailed standards and procedures that shall be followed to control the access to the aerodrome can be found in the Airport Security Standard Operating Procedures (SOP’s).

4.10 Airside Vehicle Control

All vehicles entering the airside must have an Airside Vehicle Permit (AVP) displayed in their windshield. Aircraft service vehicles that remain on the airside do not have to display an AVP. Detailed standards and procedures related to Airside Vehicle Control can be found in the Airport Vehicle Operations Permit (AVOP) Manual, available from the AOO. Information on airside vehicle control is also available in the AOM Section 3.17

4.11 Handling of Hazardous Materials

The BFRS manages the handling and storage of hazardous materials at the airport. The procedures followed can be located in the BFRS Standard Operating Procedures Manual and the BFRS Operations Manual. Bermuda Skyport Corporation Limited guidelines for the safe handling of hazardous materials and the management of spills can be found in the AOM Appendix B, Section 11.

4.11.1 Dangerous Goods Aircraft Operations

Occasionally, aircraft arrive in Bermuda with hazardous cargo (see OTAR 92.15) - mostly military aircraft and on occasion by commercial air carriers. This cargo may include weapons, on military aircraft, or a whole range of ther substances defined as hazardous. A list of these materials can be obtained from BFRS, ICAO or several other sources such as IATA. The Dangerous Goods by aircraft are also covered within the Bermuda AIP. It is a requirement that all operators civilian and or military follow the guidelines covered by ICAO annex 18 and OTARS Part 92.



All flights caring such goods must notify Bermuda Skyport Corporation Limited in writing prior to the arrival of such flights. The ADO must be notified of the arrival of an aircraft carrying hazardous cargo. The ADO will then inform BFRS and ATC. The ASEU and the Bermuda Police Service (BPS) will be informed where appropriate. The following are general parking rules:

• The aircraft may park at the terminal for refueling only.

• The stands on both sides of the hazardous cargo aircraft must be vacant at all times.

• Apron I should be used for hazardous aircraft parking.

• BFRS must be present for any refueling of the aircraft.

• All military aircraft must park in the isolated parking area on Apron VI (Finger), or other area as approved by the Manager, Operations, for long term parking.

4.12 Fuel Storage

The Airport has its own Fuel Farm on Aerodrome located on Apron I. For information and regulations regarding fuel storage refer to AOM Section 3.19

4.13 Aerodrome Emergency Plan

The Airport Emergency Plan is promulgated to ensure the response of the airport-based resources is well coordinated with other available community emergency resources, and that appropriate priority is accorded to ensure the preservation of life and property. The plan sets out the responsibilities, command, communications and co-ordination functions required of the various personnel and agencies involved in dealing with emergencies affecting the Airport. The plan is based on the requirements of OTAR 139 Appendix B and ICAO Annex 14, Chapter 9, Section 9.1. BDA has an Airport Emergency Plan Manual that can be found with the Director, Airport Operations and the Aviation Security Officer. Copies of the manual have been distributed to all those agencies and resources that would have involvement if an emergency took place at the Airport.


ORIG – Date 15 April 2020 This page becomes UNCONTROLLED when printed Appendices - 23

APPENDIX A: AERODROME MAPS

1. AIP AERODROME MAP



2. APRON I LAYOUT



3. APRON II LAYOUT (EMERGENCY USE ONLY)



4. APRON III LAYOUT



5. APRON IV LAYOUT



6. APRON V LAYOUT (CLOSED)



7. APRON VI LAYOUT



APPENDIX B: AIRPORT DIRECTIVES

1. AIRCRAFT REFUELING

1.1 Purpose

This directive establishes safety measures and procedures for aircraft refueling operations at BDA. See section 4.4.3 for de-fueling procedures when conditions are such that fuel must be removed from aircraft. There is NO AVGAS available at TXKF nor is there any provisions to store AVGAS for future use.

1.2 Application

This applies to all personnel involved with aircraft refueling and personnel involved with aircraft support operations in the proximity of refueling. See section 4.4.3 for de-fueling procedures when conditions are such that fuel must be removed from aircraft.

1.3 Policy

BDA places the highest emphasis on safety of operations. To prevent hazardous incidents from occurring during aircraft refueling, all personnel involved must fully understand and comply with this and other related directives in addition to their company's procedures. All aircraft operators must ensure that refueling operations are conducted in accordance to their company's procedures.

Safety checks of facilities and operations will be conducted in accordance with the standards and procedures described in the Quality & Safety Management System Manual and Section 5 of this manual. Any discrepancies noted shall be tabled during the Air Operations Working Group meetings that are held monthly by the Operations Officer.

All airport refueling operators shall make available for inspection records showing the successful completion of an annual safety audit and manuals describing the company's refueling operating procedures.

1.4 Procedures

1.4.1 Communications

• The refueling crew must be able to communicate with the aircraft crew or their representative.

• It is a Bermuda Skyport Corporation Limited requirement that BFRS be present at all aircraft refueling operations with passengers remaining on board. BFRS must standby for refueling any aircraft with hazardous cargo. During standby, the senior fire officer must be able to communicate with the refueling crew, the aircraft crew, or their representative, and ground control.



• The audible alarm to warn personnel of an incident justifying the stopping of fueling procedures will be by shouting:

• "STOP FUELING! STOP FUELING! STOP FUELING!"

• When BFRS is on standby, sirens on the fire apparatus may also be used.

1.4.2 Refueling Safety Precautions

• The ADO shall coordinate with the ATC the availability of at least one BFRS foam equipped vehicle during the operation

• Portable fire extinguishers must be readily available

• Refueling operations must be a minimum of 15 meters from any open flame or source of ignition, including cellular phones

• Vehicles and equipment must not be positioned within a 3 meter radius of the refueling vent openings

In addition to the above, for refueling with passengers on board, two-way communications should be maintained by airplane intercommunications system or other suitable means between the ground crew supervising the refueling and the pilot-in command or other qualified personnel, who will be ready to initiate and direct an evacuation of the airplane by the most practical and expeditious means available. A minimum of two exits must be available for emergency egress: one with the passenger stairs in place and the other available for emergency chute deployment on the non-refueling side of the aircraft. During lightning and severe weather warnings the Bermuda Skyport Corporation Limited has implemented the Thorguard L150 system that signals (visual and audio) to all on the active Apron that lightning is present in the area.

1.4.3 Aircraft De-fueling

There are times that all fuel must be manually removed from an aircraft for a multitude of reasons. When the manual de-fueling of an aircraft must be accomplished the operator must follow the guidelines listed.

• Operator must obtain approval for Bermuda Skyport Corporation Limited Operations office and or the ADO prior to commencing of operation and provide the following information

• Aircraft type current location

• Estimated amount and type of fuel to be manually removed

• Proposed location of fuel removal operation

• Proposed removal operation plan ( how fuel is to be removed)

• Disposal plan

• Clean-up plan in the event of a fuel spill

• The ADO will notify all relevant agencies of the proposed operation to include Bermuda Skyport Corporation Limited management , BFRS, and ATC or the operation and location

• If approval is granted for the De-Fueling operation it is a Bermuda Skyport Corporation Limited requirement that BFRS be present at all aircraft de-fueling operations. BFRS will remain with the operation during until such time the operation has been completed.



• The operator is required to notify Bermuda Skyport Corporation Limited and or the ADO upon completion of the de-fueling operation

• BFRS will be required to escort the removed fuel from the Airport property

• Any cost incurred to Bermuda Skyport Corporation Limited and or BFRS will be the responsibility of the operator

2. PHOTOGRAPHY

Photography on all Aprons is prohibited by all operational personnel with the following exceptions:

• BCAA regulating staff conducting ramp inspections

• Bermuda Skyport Corporation Limited official business

• Hazard (Fuel Spills) reporting support documentation

• Incident / accident investigations

Note: Photography restrictions in all other areas shall follow guidelines as directed by H.M Customs.

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