Aerodrome Manual 2020 - Newquay Airport...NQY Aerodrome Manual 2 CAL/MD/A001 Cornwall Airport...

1 CAL/MD/A001 Cornwall Airport Newquay Aerodrome Manual Version 2

Not valid after 31/01/2021 – Uncontrolled when printed/downloaded

Information Classification: CONTROLLED

Aerodrome Manual

2020 Version 2

NQY Aerodrome Manual

2 CAL/MD/A001 Cornwall Airport Newquay Aerodrome Manual Version 2 Not valid after 31/01/2021 – Uncontrolled when printed/downloaded


Contents PART A - GENERAL .............................................................................................. 10

2. PURPOSE OF THE AERODROME MANUAL ........................................... 11 3. AERODROME MANUAL STRUCTURE .................................................... 11 4. AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE ......... 12 5. AMENDMENTS ......................................................................................... 12 6. CONDITIONS OF USE OF THE AERODROME ........................................ 12 7. OBLIGATIONS OF THE AERODROME OPERATOR ............................... 13 8. OBLIGATIONS OF THE APRON MANAGEMENT SERVICE PROVIDER . 13 8.1 GLOSSARY – TERMS & CONDITIONS .................................................... 14 9. ABBREVIATIONS ...................................................................................... 17 12. REGISTERED OFFICE CERTIFICATE HOLDER ..................................... 20 13. LEGAL POSITION REGARDING AERODROME CERTIFICATION ......... 20 13.1 Certification Requirement ...................................................................... 20 13.2 Certificate Compliance ........................................................................... 20 13.3 Use of the Airport ................................................................................... 21 14. KEY POST HOLDERS .............................................................................. 21 15. MANAGEMENT REPORTING STRUCTURES .......................................... 22 15.1 Cornwall Airport Limited ......................................................................... 22 15.2 Cornwall Airport Newquay Operations ................................................... 22 15.3 Cornwall Airport Newquay – Air Traffic Control / Airfield Engineering .... 23 15.4 Cornwall Airport Newquay Safety & Compliance ................................... 24 15.5 Cornwall Airport Newquay Rescue & Firefighting Service ...................... 25

PART B - SAFETY MANAGEMENT SYSTEM ....................................................... 26 1.1 Context ...................................................................................................... 27 1.2 Cornwall Airport Newquay Safety Management System - Scope ............... 28 2. SAFETY POLICIES & MANAGEMENT STRUCTURES ............................ 29 2.1 Safety Policy Declaration ........................................................................... 29 2.2 Key Safety Post Holders ............................................................................ 30 2.3 Key Safety Post Holders outlined .............................................................. 31 2.3.1 Manager of Air Traffic Services (Accountable Manager) .................... 33 2.3.2 Senior Airport Fire Officer (SAFO) ...................................................... 34 2.3.4 Senior Airfield Engineer (SAFE) ......................................................... 35 2.3.5 Security Manager ............................................................................... 36 2.3.6 Airport Safety Analyst ......................................................................... 37 2.3.7 Corserv Senior Health and Safety Advisor ......................................... 37 2.3.8 Airside Manager ................................................................................. 38 2.4 Competency & Fitness for Duty ................................................................. 41 2.4.1 Competency ....................................................................................... 41 2.4.2 Fitness for Duty .................................................................................. 41 3. SAFETY COMMITTEES ............................................................................ 42 3.1 Strategic Safety Oversight ......................................................................... 42 3.2 SAFETY COMMITTEES ............................................................................ 43 3.2.1 Safety Review Board (SRB) ............................................................... 43 3.2.2 Operational Safety Technical Group (OSTG) ..................................... 44 3.2.3 Airside Safety and Security Committee (ASSC) ................................. 45 3.2.4 Local Runway Safety Team ............................................................... 45 3.2.5 Flight Safety Committee ..................................................................... 45 3.2.6 Emergency Airport Liaison Group ...................................................... 46 3.2.7 Health, Safety and Well Being Committee .......................................... 46 3.2.8 Security Executive Group (SEG) ........................................................ 46 3.2.9 Risk Advisory Group (RAG) ............................................................... 46




3.3 Safety Committee Attendance ................................................................... 47 4. DOCUMENT MANAGEMENT ................................................................... 48 4.1 Types of Documentation and Notices ........................................................ 48 4.2 Internal Document Reference Guide .......................................................... 49 4.3 Issue Methods ........................................................................................... 50 4.3.1 Amending of Documents .................................................................... 50 4.3.2 Operational and Administrative Changes ........................................... 51 4.3.3 Email Address .................................................................................... 51 4.4 Changes to Regulatory Documentation ..................................................... 51 4.5 Documentation/Records Storage and Retention ........................................ 51 4.5.1. Storage .............................................................................................. 52 4.5.2 Types of Documentation .................................................................... 52 4.5.3 Retention Periods .............................................................................. 53 4.5.4 Destruction and Disposal ................................................................... 53 5. GENERAL SAFETY MANAGEMENT ARRANGEMENTS ......................... 54 5.0 General Airside Safety Rules ..................................................................... 54 5.1 Safety Risk Management ........................................................................... 55 5.2 Changes – General ................................................................................... 55 5.2.1 Changes requiring prior approval from the Competent Authority ........ 56 5.2.2 Change Not Requiring Competent Authority Prior Approval ............... 56 5.3 The System Risk Management (SRM) Process ......................................... 56 5.3.1 Definitions & Terminology .................................................................. 57 5.3.2 Circumstances requiring a risk assessment ....................................... 58 5.3.3 Methodology of Safety Risk Assessment ........................................... 58 5.3.4 Documentation of Safety Risk Assessment ........................................ 58 5.3.5 Identification of Hazards & Consequences ......................................... 58 5.4 Assessment of the Level of Safety Risk ..................................................... 63




65 5.5 Flow Chart Safety Tolerability and Sign Off ............................................... 65 5.6 Review of Safety Risk Assessments .......................................................... 66 5.7 Competence for carrying out Safety Risk Assessments ............................. 66 6. AIRFIELD SAFETY REPORTING AND INVESTIGATION ......................... 67 6.1 Accident and Incident Reporting Policy ...................................................... 67 6.2 Personal Injury........................................................................................... 67 6.3 Accidents and Incidents ............................................................................. 67 ACCIDENT REPORT SHEET .......................................................................... 68 Incident / Accident Initial Investigation Report Form ......................................... 70 6.4.1 Follow-Up Action ................................................................................ 73 6.5 Unplanned/Undesirable Event Reporting Policy......................................... 73 6.6 Occurrence Reporting (former MOR Scheme) ........................................... 76 6.6.1 The Objective of the occurrence reporting scheme ............................ 76 6.6.2 Categories of Persons Required to Report ......................................... 76 6.6.3 Submission of Reports ....................................................................... 76 6.7 Safety Observation Reporting Scheme (SORP) ......................................... 77 SORP FORM ................................................................................................... 78 7. SAFETY PERFORMANCE MONITORING ................................................ 79




8. CONTRACTED ACTIVITIES ..................................................................... 80 8.1 ILS Inspections .......................................................................................... 80 8.2 Compass Swing Facility ............................................................................. 80 8.3 Aerodrome Survey Data and Treatment of Obstacles ................................ 80 8.4 The Management of Air Traffic .................................................................. 80 8.5 Aeronautical Ground Lighting .................................................................... 80 8.6 Navigational Aids ....................................................................................... 80 8.7 Providers of Apron Management Services ................................................. 80 8.8 Apron Management Services outside of the Operating Boundary .............. 81 8.9 Record Keeping ......................................................................................... 81 8.10 Aircraft Movement Data ......................................................................... 81 9. SAFETY AUDITING .................................................................................. 82 9.1 Departmental Internal Audit Programme .................................................... 82 9.2 Airport Safety Analyst EASA Compliance Programme ............................... 82 9.3 Corserv Health and Safety Work Place Audits ........................................... 83 In addition, ad-hoc safety audits and investigatory support may be requested . 83 9.4 External Audits .......................................................................................... 83 9.5 Audit Outcomes ......................................................................................... 83 10. SAFETY COMPETENCY FRAMEWORKS ................................................ 85 10.1 Human Factors ...................................................................................... 85 11. MANAGEMENT OF CHANGE ................................................................... 85 11.1 Direct Role Replacement ....................................................................... 85 11.2 Merger of Roles ..................................................................................... 86 11.3 Procedural Change ................................................................................ 86 11.4 Termination of Operations ..................................................................... 87 12. SAFETY COMMUNICATIONS .................................................................. 87 13. SAFETY TRAINING & EDUCATION ......................................................... 88 13.1 Cornwall Airport Newquay Staff ............................................................. 88 13.2 Third Party Company Staff..................................................................... 89 13.3 External Groups ..................................................................................... 89

PART C - PARTICULARS OF AERODROME SITE ............................................... 90 1. LOCATION AND ELEVATION ................................................................... 91 2. INS CHECKPOINTS .................................................................................. 91 3.2 Taxiway Width, Surface & Strength ........................................................... 92 3.3 Aircraft Stand Provision ............................................................................. 92 3.4 Stand Design & Layout .............................................................................. 93 4. AERODROME CHARTS AND MAPS ........................................................ 94 4.1 Location of Aerodrome from the nearest towns.......................................... 94 4.2 Aerodrome Chart (for the latest version please refer to NATS AIP/EGHQ) 95




95 4.3 Aerodrome Parking / Docking Chart .......................................................... 96 4.4 Aerodrome Operational Boundary / Access points ..................................... 97 5. VISUAL CHARACTERISTICS ................................................................... 99 5.1 General ..................................................................................................... 99 6. SIGNALS ................................................................................................... 99 7. SURFACE MARKINGS ............................................................................. 99 7.1 Airfield Work In Progress ........................................................................... 99 8. SIGNS ..................................................................................................... 100 9. AERONAUTICAL GROUND LIGHTING (AGL) ........................................ 100

PART D ................................................................................................................. 101 COMPANY DETAILS ..................................................................................... 102 1.1 Name and Address of Aerodrome............................................................ 102 1.2 Name and Address of Accountable Manager ........................................... 102 1. GEOGRAPHICAL COORDINATES OF AERODROME REFERENCE POINT ............................................................................................................ 102 2. AERODROME ELEVATION AND GEOID UNDULATION ....................... 102 3.1 Elevation of Each Threshold and Geoid Undulation ................................. 102 3.2 Elevation of the Runway ends ................................................................. 102 3.3 Significant High and Low Points along the Runway ................................. 102 3.4 Aerodrome Reference Temperature ........................................................ 102 4. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS . 102 5. AERODROME DIMENSIONS .................................................................. 103 5.1 Runways.................................................................................................. 103 5.1.1 Slope................................................................................................ 103 5.1.2 Surface Type .................................................................................... 103




5.1.3 Type of Runway and Precision Approach Runway ........................... 103 5.1.4 Length, Width and Surface Types .................................................... 104 5.1.5 Runway End Safety Areas ............................................................... 104 5.1.6 Stopways ......................................................................................... 104 5.1.7 Clearway Length and Ground Profile ............................................... 104 5.2 Taxiways ................................................................................................. 104 5.2.1 Length, Width and Surface Type of Taxiways .................................. 104 5.3 Aprons Surface Type and Aircraft Stands ................................................ 104 5.4 EASA Certification Special Conditions ..................................................... 104 5.5 Deviation and Action Documents (DAAD) ................................................ 105 6.1 Basic Requirements ................................................................................ 106 6.3 Approach Slope Indicators ....................................................................... 107 6.4 Runway and Stopway Lighting ................................................................. 107 7. AERONAUTICAL GROUND LIGHTING INTENSITY SETTINGS ............ 110 8. SECONDARY POWER SUPPLIES ......................................................... 110 9. FLIGHT INSPECTION OF AERONAUTICAL GROUND LIGHTING ........ 110 10. OBSTACLE LIGHTING ............................................................................ 110 11. INSPECTION AND MAINTENANCE OF VISUAL AIDS ........................... 111 12. AERODROME SIGNAL, SIGNS AND MARKINGS .................................. 112 13. NAVAIDS ................................................................................................. 113 14. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES .......... 113 15. PAVEMENT SURFACE TYPE & BEARING STRENGTH ........................ 113 16. PRE‐FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED .......... 113 17. RUNWAY & RUNWAY INTERSECTION DECLARED DISTANCES ........ 113 18. PROCEDURES FOR REDUCING RUNWAY DECLARED DISTANCES . 114 19. CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT .......... 116 20. AIRPORT RESCUE AND FIREFIGHTING SERVICE .............................. 116 20.1 Availability and Scope .......................................................................... 116 20.2 Communication and Alerting Systems ................................................. 116 20.3 RFFS Level of Protection ..................................................................... 118 20.4 Number of RFFS Vehicles and Rescue Equipment ............................. 120 20.5 Extinguishing Agents ........................................................................... 121 20.6 Response Time ................................................................................... 122 20.7 Personnel ............................................................................................ 122 20.8 Medical Standards for RFFS Personnel ............................................... 122 20.9 Training Programme of RFFS Personnel – General ............................ 123 20.10 Training Programme of RFFS Personnel – Trainees ........................ 123 20.11 Rules and Procedures ...................................................................... 123 20.12 Instructors – Assessors .................................................................... 123 20.13 RFFS Personnel Records ................................................................ 124 20.14 Audits ............................................................................................... 124 20.15 Additional Water Supplies ................................................................ 124 20.16 Integrated Emergency Planning ....................................................... 125 20.17 Process to assess traffic to determine appropriateness of the selected RFFS category ............................................................................................... 125

Part E ................................................................................................................... 126 Airport Policies ............................................................................................... 127 POLICIES – OVERVIEW AND OWNERSHIP ................................................ 128 1.1 Aircraft Engine Ground Running .............................................................. 128 1.2 Aircraft Compass Calibration ................................................................... 128 1.3 Test, Training and Ferry Flights ............................................................... 128 1.4 Aircraft Maintenance Activity.................................................................... 128 1.5 Aerodrome Inspection Regime ................................................................ 129 1.6 Runway Friction Measurement ................................................................ 129 Owner Senior Airport Fire Officer ............................................................ 129 1.7 FOD & Airfield Sweeping ......................................................................... 130




1.8 Noise Abatement ..................................................................................... 130 1.9 Airside Works (Development, Maintenance and Remedial) ..................... 131 1.10 Access to Critical Part (CP) ................................................................. 131 1.11 Wildlife & Habitat Management ............................................................ 131 1.12 Aeronautical Ground Lighting .............................................................. 132 1.13 Reduced Runway Length Operations .................................................. 132 1.14 Aerodrome Survey Data & Treatment of Obstacles ............................. 132 1.15 Aerodrome Safeguarding ..................................................................... 133 1.16 Promulgation of Aeronautical Information ............................................ 133 1.17 Detention of Aircraft ............................................................................. 133 1.18 Low Visibility Procedures ..................................................................... 134 1.19 Removal of Disabled Aircraft ............................................................... 135 1.20 Accident, Incident and Safety Occurrence Reporting ........................... 135 1.21 Facilities and Infrastructure Defect Reporting ...................................... 135 1.22 Airport Operations Quality Assurance & Quality Control Programme ... 135 Owner Accountable Manager .................................................................... 135 1.23 Safety Infringements ............................................................................ 136 1.24 Aeronautical Weather Information........................................................ 136 1.25 Winter Operations ‘Aerodrome Snow Plan’ .......................................... 136 1.26 Adverse Weather ................................................................................. 137 1.27 Aircraft Parking Stands & Allocation .................................................... 137 1.28 Aviation Fuel Management .................................................................. 137 1.29 Spillages .............................................................................................. 137 1.30 Waste Disposal .................................................................................... 137 1.31 Aircraft Washing .................................................................................. 138 1.32 Aircraft Pushback and Towing ............................................................. 138 1.33 Aircraft Turnaround Management ........................................................ 139 1.34 Airside Competency & Training ........................................................... 139 1.35 Stand Closures & Restrictions ............................................................. 139 1.36 Airside Driving ..................................................................................... 139 1.37 Airside Vehicle & Equipment Standards............................................... 140 1.38 Emergency Planning............................................................................ 140 1.39 Use of Aerodrome by Higher Code Letter Aircraft ................................ 140 1.40 Use of alcohol, psychoactive substances and medicines ..................... 140 AIRPORT SAFETY INSTRUCTIONS ............................................................. 145 2.1 ASI 1 – Aircraft Engine Ground Running .................................................. 146 2.2 ASI 2 – Aircraft Compass Calibration ....................................................... 147 2.3 ASI 3 – Aircraft Maintenance Activity ........................................................ 148 2.4 ASI 4 – Airside Works (Development & Maintenance) .............................. 148 The Construction (Design and Management) Regulations 2015 ..................... 154

Work Permit Application Form ........................................................................... 157 Health and Safety Rules for Contractors Prior to work commencing ............... 158 Work Practices ............................................................................................... 158 Emergency Procedures .................................................................................. 158 Fire Safety ...................................................................................................... 158 First Aid .......................................................................................................... 158 Permission to Conduct Works ........................................................................ 159 Permits to Work and Site Access ................................................................... 159 Airside Driving (Personnel and Vehicle) & Airside Liability Insurance ............. 159 Permit to Work Application Form .................................................................... 160 2.5 ASI 5 – Access to Critical Part (CP).......................................................... 162 2.6 ASI 6 - Airside Facilities and Infrastructure Defect Reporting ................... 164 2.7 ASI 7 – Safety Infringements .................................................................... 165 2.8 ASI 8 – Aircraft Turnaround Management ................................................ 167 2.9 ASI 9 – Airside Competency & Training .................................................... 176 2.10 ASI 10 – Airside Driving .......................................................................... 178




AIRSIDE DRIVING PERMIT APPLICATION FORM ....................................... 187 2.11 ASI 11 – Airside Vehicle & Equipment Standards ................................... 188 PROCUREMENT OF EQUIPMENT FLOW CHART ....................................... 189 2.12 ASI 12 Foreign Object Debris (FOD) Policy ............................................ 197

Defenses .......................................................................................................... 198 FOD Control Program .................................................................................. 199 2.13 ASI 13 – Apron Management ................................................................. 200 2.14 ASI 14 – Aviation Fuel Management ...................................................... 204 2.15 ASI 15 – Adverse Weather ..................................................................... 208 2.16 ASI 16 - Aircraft Pushback Procedures .................................................. 209 2.17 ASI 17 - Waste Management Strategy and Policy .................................. 214 2.18 ASI 18 – Aircraft Washing ...................................................................... 216 2.19 ASI 2.19 - Aerodrome Inspection & Maintenance ................................... 217 2.20 ASI 20 - Stand Closures & Restrictions .................................................. 224 2.21 ASI 21 - Carbon Reduction Policy Commitment ..................................... 225




PART A - GENERAL




1. INTRODUCTION

The Cornwall Airport Newquay Aerodrome Manual clearly and concisely describes the systematic approach to the operation of the aerodrome, demonstrating our commitment to managing the aerodrome safely and effectively.

Whilst accountability starts at the top of any organisation it is essential that all individuals understand their own responsibilities and accountabilities as defined within the manual.

The Aerodrome Manual is distributed to all Cornwall Airport Newquay departments that have a role in the safe operation of the aerodrome.

It is also distributed widely to our Airline Operators and Stakeholders with Instructions and guidance to policy and procedures on the airfield.

2. PURPOSE OF THE AERODROME MANUAL

The Aerodrome Manual contains details of the characteristics, policies and operational procedures for the safe operation of Cornwall Airport Newquay in accordance with the Air Navigation Order and the EASA Aerodrome Certificate.

The procedures contained within this manual must be complied with by all users of the airport.

Commission Regulation (EU) No 139/2014 lays down requirements and administrative procedures related to aerodromes pursuant to regulation (EC) No 216/2008 of the EU parliament and of the council.

The designated competent authority with the necessary powers and responsibilities of the certification and oversight of aerodromes within the United Kingdom is the UK Civil Aviation Authority (CAA)

3. AERODROME MANUAL STRUCTURE

The Aerodrome Manual is structured to meet the requirements of IR.ADR.OR.E.005

A large part of the EASA requirement is provided in this document, but to avoid duplication of information, where other Cornwall Airport Newquay documents provide the required information, then this manual will merely cross-refer to such other documents.

These are listed in Bibliography, at paragraph 10




4. AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE

The Aerodrome Manual will be published annually in December, to become effective on January 1st of the following year, and will be valid for the entire calendar year. It is available electronically to representatives to organisations involved with the operation of aircraft and supporting services.

The manual is also viewable on the Cornwall Airport Newquay Internet site www.cornwallairportnewquay.com/aviation/aerodrome-information from where it may be downloaded as a PDF file.

Whilst the aerodrome manual is freely available to all, the Emergency Orders are only available to authorised parties

To apply for a copy of the Emergency Orders please send an email stating:

Name, Job Title, Organisation, Reason for access To: [email protected]

Hard copies are not produced by Cornwall Airport Newquay for distribution, but may be printed for internal office use. Any hard copies printed by recipients of the electronic distribution are not controlled. Care must be taken to ensure that paper copies are disposed of or fully amended at the expiry date.

In order to guard against ‘out of date’ information being in circulation, the manual will have an expiry date included at the foot of each page. This will normally be the last day of the calendar year.

Significant changes to text from the preceding edition are highlighted in Yellow which appears light grey when printed in monochrome.

5. AMENDMENTS

The Aerodrome Manual is a ‘live document’ in the sense that it is maintained as a single entity incorporating all up to date information. There are no supplements added during the validity period - any significant amendments will trigger a re-issue of the entire document as a new version. When this happens an advisory email message will be sent to the distribution addressees, informing that the Aerodrome Manual has received an update, with a new version number, e.g. version 1, version 2, etc.

Changes to contents from the preceding edition will be highlighted in Yellow thus; abcdefghijklmnopqrstuvwxyz

Temporary amendments to facilities and procedures or changes awaiting incorporation into a revised edition of the manual will be promulgated by Temporary Operational Instruction (TOI). All recipients of this manual will also receive TOI.

Handwritten amendments to any edition of this manual are strictly prohibited. The responsibility for noting and acting on such amendments, rests with the manual holder.

6. CONDITIONS OF USE OF THE AERODROME

The terms and conditions for using the airport are set out in the ‘Cornwall Airport Newquay Standard Fees and Charges’ updated annually and available via the webpage www.cornwallairportnewquay.com/aviation

http://www.cornwallairportnewquay.com/aviation/aerodrome-information

mailto:[email protected]

http://www.cornwallairportnewquay.com/aviation




7. OBLIGATIONS OF THE AERODROME OPERATOR

Cornwall Airport Limited is both the aerodrome certificate holder and the sole apron management service provider within the operating boundary.

Cornwall Airport Newquay has an EASA aerodrome certificate issued by the competent authority, Civil Aviation Authority under the name ‘Cornwall Airport Newquay’.

The certificate number is EGHQ 001 and held by the accountable manager

Under the terms of this certificate the Accountable Manager may not contravene or cause or permit to be contravened any aerodrome certificate conditions.

The accountable manager is required to take all reasonable steps to secure that the aerodrome and the airspace within which its visual traffic pattern is normally contained are safe at all times for use by aircraft.

The competent authority is required to assess the aerodrome operator and monitor its continued competence to conduct safe operations in compliance with the applicable EASA requirements and certification basis.

Key post holders named under Part A Section 14 shall facilitate site access or provide required information to the competent authority for the purposes of inspections & audits.

8. OBLIGATIONS OF THE APRON MANAGEMENT SERVICE PROVIDER

Cornwall Airport Limited is both the aerodrome certificate holder and sole apron management service provider within the operating boundary.

Refer to Part B Section 8.7 for further information

Pete Downes Managing Director Cornwall Airport Newquay




8.1 GLOSSARY – TERMS & CONDITIONS

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

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

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

Apron A defined area on a land aerodrome provided for the stationing of aircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo and for parking.

Category 1 (CAT 1) Operation A precision Instrument Approach and Landing with a decisions height not lower than 200 feet and with either a visibility not less than 800m, or runway visual range (IRVR) not less than 550m.

Category ll (CAT ll) Operation A precision instrument approach and landing with a decision height lower than 200ft but not lower than 100ft., and a runway visual range not less than 300m.

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

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

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

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

Clearway An area at the end of the take-off run available and under the control of the aerodrome licensee, selected or prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height.

Instrument Approach Runway A runway intended for the operation of aircraft using non-visual aids providing at least directional guidance in azimuth adequate for a straight-in approach.




Instrument Strip An area of specified dimensions, which encloses an instrument runway.

Inter-Stand Clearway A corridor of apron between two stands, marked by paint markings intended to be kept clear so as to facilitate vehicle movement from the front to the back of a parked aircraft and to enable emergency access / egress.

Manoeuvring Area That part of an aerodrome provided for the take-off and landing of aircraft and for the movement of aircraft on the surface, excluding the apron and any part of the aerodrome provided for the maintenance of aircraft.

Movement Area That part of an aerodrome intended for the surface movement of aircraft including the Manoeuvring area, aprons and any part of the aerodrome provided for the maintenance of aircraft.

Non-Instrument Runway A runway intended for the operation of aircraft using visual approach procedures.

Obstacle All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight.

Obstacle Free Zone A volume of airspace extending upwards and outwards from an inner portion of the strip to specified upper limits which is kept clear of all obstructions except for minor specified items.

Precision Approach Runway A runway intended for the operation of aircraft using visual and non-visual aids providing guidance in both pitch and azimuth adequate for a straight-in approach. See Category 1, 2 and 3 Operations.

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 (RESA) An area symmetrical about the extended runway centreline and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway.




Shoulder An area adjacent to the edge of a paved surface so prepared as to provide a transition between the pavement and the adjacent surface for aircraft running off the pavement.

Stopway A defined rectangular area at the end of the take-off run available prepared and designated as suitable area in which an aircraft can be stopped in the case of a discontinued take-off.

Strip An area of specified dimensions, enclosing a runway and taxiway, to provide for the safety of aircraft operations.

Taxiway A defined path, usually paved, on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including:

a) Apron Taxiway - a portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron.

Taxiway Holding Position A designated position at which taxiing aircraft and vehicles may be required to hold in order to provide adequate clearance from a runway.

Taxiway Intersection A junction of two or more taxiways.

Threshold The beginning of that portion of the runway usable for landing.




9. ABBREVIATIONS

AAIB Air Accident Investigation Branch ACN Aircraft Classification Number AcM Accountable Manager ACO Airside Coordinator AD Aerodrome Directive AGL Aeronautical Ground Lighting AIS Aeronautical Information Service ALARP As Low As Reasonably Practicable AMC Acceptable Means of Compliance AOA Airport Operators Association AM Airside Manager AATSD Aerodrome Standards Division (CAA) ASDA Accelerate Stop Distance Available ASA Airport Safety Analyst ATC Air Traffic Control ATCC Airside Manager ATCO Air Traffic Control Officer ATS Air Traffic Service ATZ Aerodrome Traffic Zone ATCA Air Traffic Services Assistant CAA Civil Aviation Authority CAL Cornwall Airport Limited CAP Civil Aviation Publication CC Cornwall Council CDA Continuous Descent Approach CP Critical Part CS Conical Surface DF Direction Finder DME Distance Measuring Equipment EASA European Aviation Safety Agency FOD Foreign Object Debris GA General Aviation GM Guidance Material GMC Ground Movement Control HAZOP Hazard and Operations Analysis HR Human Resources HSE Health and Safety Executive ICAO International Civil Aviation Organisation IFR Instrument Flight Rules IHS Inner Horizontal Surface ILS Instrument Landing System IRVR Instrumented Runway Visual Range KSPI Key Safety Performance Indicator LDA Landing Distance Available LPA Local Planning Authority LSA Localiser Sensitive Area LVP Low Visibility Procedures MD Managing Director MOATS Manager of Air Traffic Services MOR Mandatory Occurrence Report MT Motor Transport NED Non-Executive Directors NOTAM Notice to Airmen NQY Newquay Aerodrome




OCSM On Call Senior Manager OFZ Obstacle Free Zone OHS Outer Horizontal Surface OLS Obstacle Limitation Surface(s) ORA Operational Risk Assessment OSTG Operations Safety Technical Group PAPI Precision Approach Path Indicator PCN Pavement Classification Number PCV Passenger Carrying Vehicle PHI Preliminary Hazard Identification PPE Personal Protective Equipment PPR Prior Permission Required PSM Passenger and Customer Services Manager RESA Runway End Safety Area RFFS Airport Rescue & Firefighting Service RPE Respiratory Protective Equipment RTF Radio Telephony RVP Rendezvous point RVR Runway Visual Range SAFE Senior Airfield Engineer SAFO Senior Airport Fire Officer SID Standard Instrument Departure SM Security Manager SMS Safety Management System SNOWTAM Snow State Message to Airmen SRG Safety Regulation Group (CAA) SSR Secondary Surveillance Radar STAR Standard Arrival Route SYM Security Manager TDZ Touch Down Zone TOCS Take-Off Climb Surface TODA Take Off Distance Available TOI Temporary Operational Instruction TORA Take Off Run Available TS Transitional Surface UK AIP UK Aeronautical Information Publication ULD Unit Load Device VCR Visual Control Room VFR Visual Flight Rules WIP Work-In-Progress WM Watch Manager (RFFS)




10. BIBLIOGRAPHY

Regulation

• ICAO Annex 14 Volume 1 Aerodrome Design & Operations

• ICAO 9157 Aerodrome Design Manual (Parts 1-5)

• ICAO 9870 Manual on the Prevention of Runway Incursions

• ICAO 9859 Safety Management Manual

• ICAO 9774 Manual on the Certification of Aerodromes

• ICAO Airport Services Manual Part 7 Airport Emergency Planning

• ICAO Annex 13 Aircraft Accident & Incident Investigation

• EASA Commission Regulation (EU) No 139/2014

• EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority, Organisation and Operations Requirements for Aerodromes.

• EASA Certification Specifications (CS) and Guidance Material for Aerodrome Design CS-ADR-DSN.

United Kingdom Best Practice guidance is included in the following CAP documents

• CAP 032 UK Aeronautical Information Publication

• CAP 393 Air Navigation: The Order and the Regulations

• CAP 413 Radiotelephony Manual

• CAP 493 Manual of Air Traffic Services Part 1

• CAP 576 Aerodrome Model Emergency Orders

• CAP 637 Visual Aids Handbook

• CAP 642 Airside Safety Management

• CAP 670 Air Traffic Services Safety Requirements

• CAP 683 The Assessment of Runway Surface Friction for Maintenance Purposes

• CAP 699 Standards for the Competence of RFFS Personnel

• CAP 700 Operational Safety Competencies

• CAP 738 Safeguarding of Aerodromes

• CAP 748 Aircraft Fuelling and Fuel Installation Management

• CAP 760 Hazard Identification, Risk Assessment and the Production of Safety Cases

• CAP 772 Wildlife Hazard Management at Aerodromes

• CAP 781 Runway Rehabilitation

• CAP 790 Airfield Driver Standards

• CAP 791 Procedures for Changes to Aerodrome Infrastructure

• CAP 795 Safety Management Systems

• CAP 1168 Guidance Material for Organisations, Operations and Design Requirements for Aerodromes

• CAP 1732 Aerodrome Survey Guidance

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2014:044:0001:0034:EN:PDF

http://easa.europa.eu/agency-measures/acceptable-means-of-compliance-and-guidance-material.php

http://easa.europa.eu/agency-measures/certification-specifications.php




11. NAME AND ADDRESS OF AERODROME

Cornwall Airport Limited Cornwall Airport Newquay

St. Mawgan, Newquay, Cornwall TR8 4RQ

Tel: 01637 860 600 Fax: 01637 861 940

12. REGISTERED OFFICE CERTIFICATE HOLDER

Cornwall Airport Limited, Cornwall Airport Newquay

St. Mawgan, Newquay, Cornwall TR8 4RQ

Tel: 01637 860 600 Fax: 01637 861 940

Company Registration Number 6098925

13. LEGAL POSITION REGARDING AERODROME CERTIFICATION

13.1 Certification Requirement

The Air Navigation Order requires that certain flights, in particular Public Transport Flights take place at a Certificated Aerodrome.

Cornwall Airport Newquay is within the scope of EASA as it is open to public use and serves commercial air transport and where operations using instrument approach or departure procedures are provided, and have a paved runway of 800 metres or above.

The Aerodrome Certificate, granted by the UK CAA, provides for Public Use of the Aerodrome and shall be available to all persons under equal conditions at all times when the aerodrome is available for the take-off or landing of aircraft.

13.2 Certificate Compliance

The Accountable Manager has signed a ‘Declaration of Compliance’ to confirm that the systems in place are appropriate to meet the provisions of Regulation (EC) No 216/2008 and its Implementing Rules and those that have the evidence to prove the fact. The accountable manager is responsible for ensuring that Cornwall Airport Newquay complies with the conditions of the Aerodrome Certificate.




13.3 Use of the Airport

Subject to the conditions of the certificate nothing shall be taken to confer on any person the right to use the Aerodrome without the consent of the Accountable Manager.

The Accountable Manager shall inform the Competent Authority of the times during which the Aerodrome is to be generally available for the take-off and landing of aircraft, and of any changes in those times.

Cornwall Airport Newquay activity includes handling public transport, military, aerial work, aircraft maintenance, banner towing, parachute, gliding and flight training activity. Published aerodrome opening hours and RFFS category cover are as published within the AIP entry,

14. KEY POST HOLDERS

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

Pete Downes Managing Director On Call Manager (OCSM)

Lucy Mace Finance Manager Finance Director (Corserv)

Andy Ormshaw Manager of Air Traffic Services

Accountable Manager

Deputy Senior Air Traffic Controller

Charles Dixon Senior Airport Fire Officer Duty RFFS Supervisor

Alison Dunleavy Senior Airfield Engineer Deputy Senior Airfield Engineer

Danny Capstick Airside Manager OCSM

Kelly Jones Passenger & Customer Services Manager

OCSM

Nerissa Marx Security Manager Security Trainer and Compliance Controller

Steve Gardner Airport Facilities and Development Manager

Commercial Estates Manager

Graeme Scrimgeour Commercial Estates Manager Airport Facilities and Development Manager

If the post holder or their deputy are unavailable, then the safety accountabilities default to the On-Call Senior Manager. See also 2.2 and 2.3




15. MANAGEMENT REPORTING STRUCTURES

15.1 Cornwall Airport Limited

15.2 Cornwall Airport Newquay Operations

Corserv

CAL Board of Directors

Managing Director

Manager of Air Traffic ServicesAccountable Manager

Operational ManagersRFFS Ops Terminal

Finance ManagerCommercial Estates

ManagerMarketing and Business Performance Manager

Managing Director

MoATS - Accountable Manager

Passenger and Customer Services

Manager

Passenger and Customer Service

Controller

Passenger and Customer Service

Supervisors

Security Manager

Security Trainer and Compliance

Controller

Security Supervisors

Airside Manager

Refuelling Supervisor

Refuellers

Airside Controller

Operational Dispatchers

Load Contollers

Senior Airport Fire Officer

Station Manager

Watch Manager

DSATCO




15.3 Cornwall Airport Newquay – Air Traffic Control / Airfield Engineering

Manager of Air Traffic Services Andy Ormshaw

Senior Airfiled Engineer

Alison Dunleavy

Deputy Senior Airfiled EngineerMick Dunleavy

Deputy Senior Airfiled EngineerMick Dunleavy

Airfield Technician x 1

Airfield Engineers x 2

Deputy MoATSDan Rowse

ATCO ATC Assistant

Supervisor Andy Howard

Supervisor Guy Smith

Supervisor ATCO i/c tnf

Administration




15.4 Cornwall Airport Newquay Safety & Compliance

Managing Director

Manager of Air Traffic Services

Accountable Manager

Airport Safety Analyst

EASA Certificate Complaince

Corserv

Senior Health and Safety Advisor

Terminal Operations Internal Audit Programme

Airport Tenants and Stakeholders

RFFS Internal Audit Programme

SAFO

Safety Manager




15.5 Cornwall Airport Newquay Rescue & Firefighting Service


Station Managers

Watch Managers

Crew Managers

Firefighters




PART B - SAFETY MANAGEMENT SYSTEM




1. OVERVIEW

The definition of SMS is as follows:

“A Safety Management System (SMS) is an organised approach to managing safety, including the necessary organisational structures, accountabilities, policies, and procedures.”

Whilst safety has always been managed as a priority at Cornwall Airport Newquay, the Safety Management System (SMS) is designed to ensure that it is carried out in a formal and structured fashion.

Part B of this manual describes the policies and processes for the management of aerodrome safety at Cornwall Airport Newquay.

Specific to Air Traffic Control and Airfield Engineering SMS arrangements, the company SMS should be read in conjunction with Cornwall Airport Newquay Air Traffic Control (ATC) MATS2 / ATS Safety Management System reference NCA Manual CAL/ATC/S003

1.1 Context

Cornwall Airport Newquay Safety Management System is concerned with Operational Safety and the management of risk on the aerodrome.

In addition, the company SMS looks at Business Impact Risk and two elements are intrinsically linked to form the corporate risk register.

Any organisations working on or providing services at the aerodrome will be subject to oversight and audit by the aerodrome operator.

Operational Safety

Business Impact Risk

Corporate Risk

Register




1.2 Cornwall Airport Newquay Safety Management System - Scope

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

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

Aerodrome Manual

MATS PT II

Airport Rescue & Firefighting Service

Standard Opereating Procedures (SOP)

Emergency OrdersWildlife and Habitat

ManagementAviation Fuel Management

Terminal Operations




2. SAFETY POLICIES & MANAGEMENT STRUCTURES

2.1 Safety Policy Declaration

Air transport operations can be hazardous. Risks must be managed, and safety will be embedded in our business thinking. The Accountable Manager and members of the senior management team will lead and set the standards for a safe airport operation to achieve the safety performance objectives and targets set each year in line with the wider Corserv Health, Safety and Environmental strategies.

Cornwall Airport Newquay’s Ten Steps to Safety:

1 Operate and continually develop an effective Airport Safety Management System and provide a systematic foundation for safety in all our activities.

2 Ensure that aerodrome safety is suitably prioritised when considered relative to commercial, operational, and environmental conflicts.

3 Comply with and, when considered necessary, exceed legislative and regulatory requirements and standards.

4 Clearly define for all our staff their responsibilities for the delivery of safety performance.

5 Promote a Just and Fair Culture across our business. It is a culture that is fair and encourages open reporting of accidents and incidents. However, deliberate harm and wilful damaging behaviour is not tolerated. Everyone is supported in the reporting of accidents and incidents.

6 Ensure that all our staff are provided with adequate and appropriate facilities, equipment and training, are competent in safety matters, and are only allocated tasks commensurate with their skills.

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

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

9 Audit, record, and review our safety performance against key indicators and take appropriate action when required and striving for continuous improvement.

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

Pete Downes Managing Director Cornwall Airport Limited




2.2 Key Safety Post Holders

Cornwall Airport Limited Corporate Governance

The 100% shareholding in Cornwall Airport Limited (CAL) the operator of Cornwall Airport Newquay is held by CORSERV. CORSERV itself is wholly owned by Cornwall Council (CC).

Figure 1 illustrates the Corporate Governance relationship between CAL, CORSERV and CC.

All the day to day operation of the aerodrome resides with the Executive Directors of CAL, who report to the CAL Board. The Executive Directors sit on the Board, alongside the Company Chairman and Non-Executive Directors (NED). The Chairman of CORSERV is a CAL NED.

The Budget for the Airport is determined as part of the CORSERV Business Plan and also as part of CC budget planning. The funding of the Public Service Obligation Agreement (PSOA) comes directly from CC. CAL has its client relationship with CC through the Directorate of Economic Growth & Development.

Any capital spend requirements of the Company is provided by CC.

Figure 1 Corporate Governance Structure

Cornwall Council

Corserv

CAL Board of Directors

Managing Director

Manager of Air Traffic ServicesAccountable Manager

Operational ManagersRFFS Ops Terminal

Finance ManagerCommercial Estates

ManagerMarketing and Business Performance Manager




2.3 Key Safety Post Holders outlined

Managing Director Pete Downes

Finance Manager Lucy Mace

Manager of Air Traffic Services ACCOUNTABLE MANAGER Andy Ormshaw

Senior Airport Fire Officer Charles Dixon

Senior Airfield Engineer Alison Dunleavy

Passenger & Customer Services Manager Kelly Jones

Security Manager Nerissa Marx

Airside Manager Danny Capstick

Airport Facilities and Development Manager Steve Gardner

Commercial Estates Manager Graeme Scrimgeour

Airport Safety Analyst Giles Benney

Corserv Senior and Health and Safety Advisor Spencer Spoors

Deputising for Absence

When members of staff with key safety responsibilities are absent from work, it is essential that a competent colleague assumes their safety responsibilities as per the Key Post Holder table detailed under 14 page 20.

In general, the following applies:

Any person assuming the responsibilities of another must be deemed competent in terms of technical / operational knowledge to do so. A senior manager who, out of necessity, is required to authorise action on behalf of another, but who lacks the relevant competency, must act in accordance with advice from a suitably competent subordinate.

Outside of normal office hours

Due to the disparity between office based and shift based working patterns, it may be necessary for a subordinate to take over their manager’s safety responsibilities.

If the subordinate is unavailable, then the On-Call Senior Manager will assume accountability.

Urgent matters/Last resort

At times where an immediate decision needs to be made, the most senior person available is authorised to make a decision that resolves a temporary situation and the On-Call Senior Manager must be informed without delay.

At the earliest opportunity, any temporary decisions will be reviewed through the standard formal processes described in this manual and any further action or changes taken as appropriate.




On Call Senior Management Team

The On-Call senior management team (OCSM) roster ensures that a member of the Senior Management Team is available 24 hours a day, 365 days a year. The OCSM roster is designed to ensure senior management support is available immediately should the situation warrant it.

OCSM contact telephone number 01637 861322

Long-term absence

Should a staff member with safety responsibilities remain absent for an extended period (i.e. over four weeks) arrangements should be made to introduce a temporary position to act up. The position that is temporarily covered would be preceded by the word “Acting” e.g. Acting Airside Manager. This temporary post would then assume the full safety responsibilities of the post being covered. Consultations with HR will precede confirmation of any long-term temporary arrangements.

NB - This policy only reflects deputising for absence regarding safety responsibilities. Local policies are in place for covering standard items such as meeting attendance, sickness reporting etc.

Exceptional Circumstances

There may be rare occasions where a need arises to carry out operations against set policies for a temporary period, such as during development works. Any temporary procedures will be carefully assessed, and special measures put in place to ensure that safety is not compromised. These exceptional circumstances will require approval from the accountable manager should insufficient time be available to convene an emergency Operational Safety Technical Group meeting (OSTG).




2.3.1 Manager of Air Traffic Services (Accountable Manager)

Current Post Holder

Andy Ormshaw

Aerodrome Safety Accountabilities

The Manager of Air Traffic Services is accountable to the Managing Director

Key Aerodrome Safety Responsibilities

• Accountable Manager for the Aerodrome as defined in the Air Navigation Order

• Ensure that relevant safety significant issues are brought to the attention of the Board and the competent authority.

• Establish and implement the safety targets and objectives and ensure that safety is given highest priority and monitor achievement through the monthly board meetings and chairing of the Airport Safety Review Board.

• Ensure provision of an Air Traffic Service to the standards of CAP 670, CAP393 and CAP493.

• Ensure provision of an Air Traffic Engineering to the standards of CAP670

• Ensure that the integrity of the high voltage network is maintained by inspection, in accordance with the operating rules and procedures.

• Ensure availability and integrity of an AGL control system to EASA regulation

• Ensure that aerodrome signage and markings are provided and maintained in accordance with EASA regulation.

• Ensure that Aerodrome Safeguarding assessments are undertaken in accordance with EASA regulation and that appropriate safety consultation takes place.

• Ensure that aeronautical information is promulgated in a timely and accurate manner through the UK AIP and associated publications.

• Lead special investigations into major operational ATC related safety occurrences and develop strategies to reduce operational accidents and incidents.

• Ensure that up to date aerodrome survey information is available in accordance with EASA regulation and that a system is in place to manage the obstacle environment.

• Ensure that all their employees are aware of their safety accountabilities.

• Attend and contribute to formal safety related committees as described in Part B Section 3.3.

• Maintain the safety targets and objectives set and agreed with the accountable manager and ensure that safety is given highest priority and monitor achievement through the monthly board meetings and Airport Safety Review Board.

• Promote Just Culture through liaison with airport staff and stakeholders.

• Ensure procedures and systems are developed in accordance with the airports SMS and that continued review and development takes place.

• Ensure that operational risk assessments for own department are effective and maintained up to date including for the prevention of fire.




2.3.2 Senior Airport Fire Officer (SAFO)

Current Post Holder

Charles Dixon


The Senior Airport Fire Officer is accountable to the Accountable Manager for the day to day running of the airports safety management system and airport fire service.


• As the appointed safety manager, implement and support the safety targets and objectives and ensure that safety is given highest priority.




• Ensure that the airport’s rescue and fire–fighting capability meets the required provision under EASA Regulation ADR.OPS.B.010.

• Ensure that all firefighters are trained in accordance with EASA requirements and local operating procedures and maintain competences.

• Ensure RFFS standard operating procedures are in place and kept up to date

• Provide and maintain in a safe condition training rigs for realistic fire training, in line with established safety protocols and to the required EASA standards.

• Ensure that regular assessments of Runway Friction are undertaken in accordance with EASA regulation.



• Ensure procedures and systems are maintained in accordance with the airports SMS and that continued review and development takes place.

• Ensure that published Emergency Orders are kept up to date and tested in accordance with Part D 20.2.

• Ensure the implementation of the airport’s wildlife and habitat management plan.

• Ensure that the emergency response to aircraft accidents and incidents is investigated and recommendations implemented through the Emergency Liaison Group.

• Lead the Airside Driving Program.

• Lead the Winter Operations Plan.




2.3.4 Senior Airfield Engineer (SAFE)

Current Post Holder

Alison Dunleavy


The Senior Airfield Engineer is accountable to the Manager of Air Traffic Services


• Maintain provision of an Airfield Engineering to the standards of CAP670

• Ensure the integrity of the high voltage network is maintained by inspection, in accordance with the operating rules and procedures.

• Maintain availability and integrity of an AGL control system to EASA regulation

• Ensure the aerodrome signage and markings are provided and maintained in accordance with EASA regulation.

• Maintain that Aerodrome technical safeguarding assessments are undertaken in accordance with EASA regulation and that appropriate safety consultation takes place.










2.3.5 Security Manager

Current Post Holder

Nerissa Marx


The Security Manager is accountable to the Managing Director


• To actively manage the security department and aviation security programme ensuring compliance to airline, company and regulatory policy and procedures.

• To ensure all aviation security equipment remains compliant and maintained to agreed planned maintenance schedules.

• To manage the aviation security pass application process.

• To ensure all accidents, near misses and incidents are reported in the line with the procedure detailed within the Aerodrome Manual Part B Section 6.

• To ensure aviation threat image protection (TIP) data is submitted within agreed regulatory timescales.

• To assist SAFO with Airport/Airline station emergency, security procedures (including bomb warning threat assessor) and terminal evacuation procedures as published in the relevant manuals to include the role of the Reporting Official.

• To act as custodian for the following departmental documents and ensure amendments are issued and variations are implemented.

• Airport Security Programme, Airport Risk Register.

• To maintain an environmentally safe workplace and ensure safe working methods are adopted with specific instructions where necessary.

• To ensure personnel have adequate skills and experience and have been suitably trained to perform their work safely.







2.3.6 Airport Safety Analyst

Current Post Holder

Giles Benney


The Airport Safety Analyst (ASA) is accountable to the Managing Director


• Maintain and review the existing EASA aerodrome certification documentation and question banks to ensure EASA compliance. All audits will be recorded, and report generated and forwarded to the Managing Director.

2.3.7 Corserv Senior Health and Safety Advisor

Current Post Holder

Spencer Spoors


The Health and Safety Advisor is responsible for maintaining the safety audit schedule as defined under PART B Section 9.

All audits will be recorded on Entropy and report generated and forwarded to the Managing Director and Corserv Health and Safety Director.

The Accountable Manager shall be informed immediately of any issue that may affect the safety of aerodrome operations or its personnel.




2.3.8 Airside Manager

Current Post Holder

Danny Capstick


The Airside Manager is accountable to the Managing Director


• To actively manage the airside, load control and refuelling department ensuring compliance to airline, company and regulatory policy and procedures.

• To ensure all airside ground service equipment remains fit for purpose and maintained to agreed planned maintenance schedules.

• Oversight of the airport’s maintenance and repair contract with appropriate external providers and co-ordination with airport engineering and maintenance assets of works required to maintain or repair airport infrastructure as required.

• Project Management of the airport capital works programme associated with the commercial or strategic development of the airport or as required as a member of a Project Management Team. This is to include on-aerodrome development submissions to regulatory authorities.

• Management of airport waste management policy.

• Oversight, co-ordination and maintenance of the airside training programme in conjunction with the Airside Manager.

• Provide management support to the airport fuel department as necessary.

• Supervision of any contractors or airport staff working on facilities within the post’s Project Management scope.

• Ensuring the compliance with all aspects of the Safety Management System and Health and Safety at Work Act, COSHH regulations, Building and M&E Regulations, the Aerodrome Licence and associated CAA guidance CAP.







2.3.9 Airport Facilities and Development Manager

Current Post Holder

Steve Gardner


The Airside Facilities and Development Manager is accountable to the Commercial Estates Manager.


• Management of the airport facilities contracts and liaison with service providers to achieve timely rectification of faults and provision of maintenance regimes to the appropriate standard.

• Liaison with the Cornwall Council Property Services Team for the management of the non-operational property portfolio.

• Liaison with Cornwall Council and Corserv in all aspects of on-aerodrome development to include infrastructure advice, project management support and access arrangements.

• Ensure that all necessary EASA & CAA compliance documentation or approvals are obtained for all on-aerodrome developments and that any deviations are notified to the appropriate authority and subsequent approvals obtained.

• Management of on-aerodrome special projects or events as required and as directed by the Airport Executive.

• To provide airport Tenants with estate support commensurate with the terms of their leases.

• Day-to-day Management of the airport Waste Management and Cleaning Contract.

• Management of the airport carbon reduction programme and maintenance of its membership of the Airport Carbon Accreditation Scheme.

• Liaise directly with Cornwall Council or their approved sub-contractors on all aspects of estate management and development projects as appropriate.

• Maintain the airport programme of aerodrome condition inspections to include accurate and documented reporting of condition and maintenance or repair required.

• To carry out any other task, within personal capability for the operational purpose of the airport and/or as requested the airport executive.




2.3.10 Commercial Estates Manager

Current Post Holder

Graeme Scrimgeour


The Commercial Estates Manager is accountable to the Managing Director


• Manage all areas of the CAL leased property estate including handling all lettings, routine estate management activities (rent reviews, lease renewals etc.), the collection of rent and preparation of legal instructions.

• Undertake all professional negotiations and support on all matters relating to lettings, leases, licences etc.

• Manage third party land agreements outside of the operational airport which impact the safe operation of the Airport i.e. woodland management agreements, landing light agreements.

• Provide technical “Landlord & Tenant Act 1954” advice.

• Lead on commercial property development activity at the Airport in line with business plan targets including commercial advice on new property related matters.

• Work closely with CAL to create property solutions that support and assist with attracting and delivering site development and income growth.

• Lead on the development and delivery of new facilities that support the expansion of existing and new businesses.

• Provide high level expertise on commercial property development and investment matters to partners.

• Prepare an asset management register and keep updated thereafter.

• Develop, create and maintain effective high-level relationships with key partners and stakeholders.

• Ensure the property portfolio is compliant with requisite legislation i.e. asbestos, electrical safety certificates, MEES etc.

• Prepare and maintain a building preventative maintenance schedule with the facilities management team.

• Input into Opex/Capex budgets for the property estate.

• Support the development of the group sustainability programme.

• Maintain confidentiality of information acquired in the course of undertaking duties.

• Responsible for your own self-development, undertaking training as appropriate. This may include training being undertaken at other locations.

• To undertake other duties appropriate to the grading of the post, as required.




2.4 Competency & Fitness for Duty

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

Cornwall Airport Newquay is committed to ensuring the well-being of its staff by the provision of Occupational Health Support that includes;

• Pre-Employment Medical Screening

• Health Surveillance

• Counselling support

• Staff Well Being programmes

2.4.1 Competency

All relevant issues relating to competency are described in the following document:

Cornwall Airport Newquay Aerodrome Operations Competency Framework

2.4.2 Fitness for Duty

All staff employed by Cornwall Airport Limited (CAL) are expected to adhere to the HR policies that form part of the standard Terms & Conditions of employment.

Such policies can be found in the CAL HR Handbook




3. SAFETY COMMITTEES

3.1 Strategic Safety Oversight

The integrated structure of safety committees provides for oversight of safety performance and management throughout Cornwall Airport Newquay Operations.

Safety committees also ensure a framework for safety related issues to be raised in a formal, structured environment that includes senior and accountable managers.

The following chart outlines the structure and relationship between the various aerodrome, airport, and group-wide safety committees:

A brief summary of each committee is given in the following sub-sections.

Safety Review Board

Security Executive Group

Risk Advisory Group

Airside Safety and Security Commitee

Local Runway Safety Team

Health, Safety and Wellbeing

Commitee

Flight Safety Commitee

Emergency Liasion Group

Operations Safety Technical

Group




3.2 SAFETY COMMITTEES

3.2.1 Safety Review Board (SRB)

Objectives and Functions

The object of the Safety Review Board (SRB) is to ensure that the safety policy is implemented at all levels within the organisation and identifies leads and drives forward associated initiatives. The Committee’s objective includes reviewing how safety is managed and to facilitate improvement if deficiencies are identified.

Its Terms of Reference are: -

• Monitor the organisation's operational key safety performance indicators;

• Ensure that any necessary corrective action is being taken in a timely manner;

• Monitor the effectiveness of the organisation's safety management, safety declaration and corporate risk register process;

• Monitor the effectiveness of the corporate oversight processes which independently validates the organisation's safety performance;

• Ensure that appropriate resources are allocated to meet agreed actions which enhance safety performance;

• Monitor the effectiveness of safety oversight of sub-contracted operations;

• Give strategic direction to the Operations Safety Technical Group.

Chairperson Managing Director Attendees CAL Board of Directors, Manager of Air Traffic Services

(Accountable Manager) and Senior Airport Fire Officer Frequency Annual




3.2.2 Operational Safety Technical Group (OSTG)

Objectives and functions

All managers have a responsibility under the Safety Management System to manage change effectively and safely. Where a new system, procedure, policy, development or equipment is to be introduced, the responsible manager must follow the Change of Operational Procedure (COP)

The Operational Safety Technical Group (OSTG) will be the main forum to determine the impact of the proposed changes. Where the nature of the change is such that it does not require the full input of all members of the OSTG, a separate analysis will be undertaken by a focus group of those who may be impacted by the proposed change.

The OSTG is accountable to the Airport Safety Review Board, and its Terms of Reference are:

• Ensuring that line management has considered all situations where hazard identifications and risk assessments should be carried out with such involvement of staff as may be necessary to build up safety awareness.

• Ensuring that satisfactory arrangements exist for safety report capture and employee feedback. This should include the completion of the hazard log and monitoring that all resultant necessary actions are completed.

• Ensuring that suitable safety performance indicators are developed and regularly reviewed for each functional area.

• Conducting meetings or briefings as may be necessary to ensure that effective opportunities are available for all employees to participate fully in the management for safety.

• Quarterly review of the airports capitals works programme, risk register and operational training competency framework

• Carry out a hazard analysis of safety notices issued by the competent authority

• Review safety recommendations issued by safety authorities

Chairperson Accountable Manager Attendees Senior Airport Management Team Frequency Minimum six monthly




3.2.3 Airside Safety and Security Committee (ASSC)

Purpose A partnership involving airlines, airport operations, control authorities and airside service partners to focus on airside safety and security and champion continuous improvement.

Chairperson Airside Manager

Frequency Quarterly

Attendees Cornwall Airport Newquay Managers and stakeholders

3.2.4 Local Runway Safety Team

Purpose To ensure that an effective system is in place for considering and managing all aspects of runway incursion risks at Cornwall Airport Newquay

Chairperson Manager of Air Traffic Services

Frequency Quarterly (to be a standard agenda item - ASSC)

Attendees Cornwall Airport Newquay managers and stakeholders

3.2.5 Flight Safety Committee

Purpose The Flight Safety Committee is an Airport wide body that is tasked with reviewing any events that have occurred that had or if not corrected, may have had an implication to the safety of aircraft, crews, ground personnel and passengers on the manoeuvring area, not including the Apron. Also, to act as an information exchange on safety matters, current issues and infrastructure developments with the aim of promoting safe and efficient operations

Chairperson Manager of Air Traffic Services

Attendees Cornwall Airport Newquay managers, stakeholders and interested parties operating within the local airspace

Frequency Six Monthly




3.2.6 Emergency Airport Liaison Group

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

Chairperson Senior Airport Fire Officer

Attendees Cornwall Airport Newquay managers, stakeholders and control authorities

Frequency Quarterly (frequency may increase leading up to emergency exercise)

3.2.7 Health, Safety and Well Being Committee

Purpose To provide a forum for safety representatives from each department to meet, discuss and review relevant safety and well-being matters

Chairperson Senior Airport Fire Officer

Attendees Departmental representatives, Principal Health and Safety (Cornwall Council) advisor

Frequency Bi-Monthly

3.2.8 Security Executive Group (SEG)

Purpose To provide a strategic forum for review and approval of the Airport Security Plan and Security Risk Register

Chairperson Managing Director

Attendees Security Manager, based operators, control authorities, Airport Police Commander, CAA inspectorate, Police Commissioner and Cornwall Council

Frequency Annual (unless change of threat level requires otherwise)

3.2.9 Risk Advisory Group (RAG)

Purpose To provide a specialist working group for the preparation of the Airport Security Plan and Security Risk Register on behalf of the SEG

Chairperson Security Manager

Attendees Security Manager, Manager of Air Traffic Services, Senior Airport Fire Officer, based operators, control authorities, CAA inspectorate, Police and RAF St Mawgan Representative.

Frequency Annual (unless change of threat level requires otherwise)




3.3 Safety Committee Attendance

It is mandatory for post holders with aerodrome safety responsibilities to attend and positively contribute to formal safety related committees as detailed in the Safety Committee matrix.

In the event of post holder absence, the authorised deputy may attend.

The OSTG will review attendance by the detailed post holders at Safety Committees detailed within the matrix on an annual basis and report any attendance issues of note to the Accountable Manager.

POST SAFETY COMMITTEES

Safety Review Board

Operational Safety Technical Group

Flight Safety Committee

Airside Safety and Security Committee

Emergency Liaison Group

Health, Safety & Well Being Committee

Security Executive Group

Risk Advisory Group

Managing Director √ √

On request

On request On request On

request √

Manager of Air Traffic Services (Accountable Manager)

√ √ √ √ √ √


√ √ √ √ √ √ √

Security Manager √ √ √ √ √

Passenger and Customer Services Manager

√ √ √ √ .

Airside Manager √ √ √ √

Corserv H&S officer On request

On request

On request √

Senior Airfield Engineer

√ √ √

Airport Safety Analyst

On request

On request

On request




4. DOCUMENT MANAGEMENT

Cornwall Airport Newquay issues a number of safety related documents to promulgate safety information to relevant members of the airport community.

Some documents are issued regularly (i.e. the Aerodrome Manual is re-issued annually) whereas other documents are issued as and when they are required (i.e. Aerodrome Directives or Temporary Operational Instruction) with a detailed expiry.

There is also a need to keep abreast of various changes within the aviation industry, particularly regulatory documents. As such, many important documents are received and are assessed to ensure that changes to requirements are properly adopted.

This section outlines the process for managing such documentation.

4.1 Types of Documentation and Notices

Document Title Brief Description Issue Frequency

Aerodrome Manual An EASA specified mandatory document outlining characteristics and procedures for operations at Cornwall Airport Newquay

Annually

Aerodrome Directive

Any change in policy detailed within this document will be notified to users by means of an Aerodrome Directive issued by the Airport Company.

As required

Temporary Operating Instruction

Any temporary change in policy or specific safety notice pertaining to an activity on aerodrome will be notified to users by means of a Temporary Operating Instruction

As required

Work Permit Approval

A work permit shall be issued for any works approved to be carried out

As required

Airside Safety Bulletin

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

As required




4.2 Internal Document Reference Guide

Managing Director (MD)

Documents / Reports

Ref. No. Document Reference Author

CAL/MD/A001 Aerodrome Manual MD

CAL/MD/A003 Guidance CAP 700 – Cornwall Airport Newquay MD

CAL/MD/F001 Finance Procedures Manual FM

CAL/MD/F002 CAL Articles of Association MD

CAL/MD/P001 Staff Handbook MD

CAL/MD/R001 Risk Register MD

Operational Documents

Documents / Reports


CAL/AOM/A002 Airside Safe Working Procedures Manual AM

CAL/AOM/F001 Fuel Management: Bulk Fuel Installation Operating Manual & Aviation Fuel Quality Control and Operating Procedures

AM

CAL/AOM/L001 Passenger Services Procedures Manual PSM

CAL/AOM/S001 Aerodrome Snow Plan SAFO

CAL/AOM/S002 Safety Cases for EASA Certification Special Conditions MD

CAL/AOM/T001 Terminal Evacuation Plan SM

CAL/AOM/W001 Wildlife & Habitat Management Plan SAFO

CAL/SEC/A001 Airport Security Programme SM

Air Traffic Control

Documents / Reports


CAL/ATC/A001 ANSP MoATS

CAL/ATC/M001 Manual of Air Traffic Services Part II MoATS

CAL/ATC/M002 Manual of Air Traffic Services Part II MoATS

CAL/ATC/S001 ATC Tower Safety Case MoATS

CAL/ATC/S002 ATC Safety Justification Report MoATS

CAL/ATC/S003 ATC Safety Management Manual MoATS

CAL/ATC/S003 Safeguarding Manual MoATS

CAL/ATC/U001 Unit Training Plan ATCA MoATS

CAL/ATC/U002 Unit Training Plan ATCO MoATS




Rescue and Fire Fighting Service

Documents / Reports

Ref. No. Document Reference

Author

CAL/RFFS/A001 Rescue & Firefighting Service - Standard Operating Procedures Reference Folder

SAFO

CAL/RFFS/A002 Rescue & Firefighting Service - Test and Inspection Reference Folder

SAFO

CAL/RFFS/A005 Airport Rescue & Firefighting Service Procedures Manual Volume 5 – Training

SAFO

CAL/RFFS/A007 Emergency Orders SAFO

CAL/RFFS/A008 Airport Rescue and Firefighting Service Procedures – Task and Resource Analysis

SAFO

Airfield Engineering

Documents / Reports


CAL/ATE/L001 ANO Approvals and Wireless Telegraphy Licenses SAFE

CAL/ATE/M001 MATS Part IV SAFE

CAL/AGL/001 AGL Procedures Manual SAFE

4.3 Issue Methods

Documents are issued electronically. Electronic documents are issued to ensure that the recipients receive the documents as soon as possible and also to reduce the need for printed controlled copies that require manual updating.

An email will be sent notifying all those on the mailing list that a new version of the document is available. If an individual chooses to print off or download any document, they do so under the understanding that the document is then uncontrolled and may not be relied upon for operational reference, unless a local procedure is put in place to become controlled.

Relevant warnings are applied to all documents where this may be the case.

4.3.1 Amending of Documents

The Aerodrome Manual is formally issued at the beginning of each calendar year and then updated throughout the year in the form of updated versions. For example, at the beginning of 2017 the Aerodrome Manual is issued as 2017 v1. If an operational change occurs then 2017 v2 will be issued. A notice will be sent to all recipients to advise that a new version is available including a covering note stating what has been altered within the document.

Information that has been altered will then be highlighted in yellow within the document. Highlighting will only be applied for the first version in which the information was altered.

Documents such as Temporary Operational Instruction (TOI) are issued when required, but are not updated with version numbers. If there is a change to one of these documents (such as an operational change impacting a TOI) then a new document is issued through the procedure at 7.1 and with a new number. The previous document will be cancelled to prevent any confusion. It is imperative that documents are easily identifiable, and that different versions of the same document are prepared in a way so as to allow easy indexing and referencing.




4.3.2 Operational and Administrative Changes

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

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

4.3.3 Email Address

Documents are issued from the following email address: [email protected]

This is to ensure that all recipients can add the address to their “Allowed” or similar function on any email client to prevent communications being wrongly identified as spam, and therefore not being delivered.

4.4 Changes to Regulatory Documentation

It is crucial that operational documentation received from external companies (e.g. EASA or CAA) is kept up to date, especially where using incorrect information could result in non-compliance with regulation.

Any new regulation received will be assessed at the OSTG. Where any necessary actions are agreed, they will be delegated to a responsible post holder.

4.5 Documentation/Records Storage and Retention

Some airport documentation and records will need to be stored for future reference or to comply with either statutory legislation or Stakeholder Company policies. To this end the airport has set up a physical document store in building 72 under the custodianship of the Airside Manager. Access to the store is strictly controlled and anyone requiring access will be escorted. Any documentation removed from the store will be recorded and signed for by the recipient.

The store is set out in subject matter packages in chronological order and is in the most part shelved for ease of retrieval.





4.5.1. Storage

Documentation and records can be stored in both physical and electronic form and are retained for a set period as required. Storage will be subject to the following: Storage:

Physical

a. All document storage is regulated by the Airport Facilities and Development

Manager in building 72 which has been fitted out for the purpose.

b. Documentation or records to be stored are to be contained within a

standard document archive box (405mm x 318mm x 254mm) which is to

be clearly labelled as to the contents.

c. Once packed, delivery to the airport archive store in building 76 is to be

arranged through the Airside Manager.

Electronic

d. All storage of electronic media is governed by the Cornwall Council IS

policy and operating procedures.

e. Electronic files are to be stored within the appropriate authorised area on

the ‘G’ drive of the Cornwall Council file server allocated to Cornwall Airport

Newquay.

f. Files stored on the ‘G’ drive will be subject to a daily back-up by the Council

system and may be retrieved if necessary on request to the Council IS

services.

g. Files stored on the local drive are not backed-up so the local drive is not to

be used for any files pertaining to airport business.

4.5.2 Types of Documentation

The types of documentation and records to be stored will include:

Physical a. Managing Directors Archive.

b. Accounting documents/records.

c. Personnel records.

d. Daily flight pack documentation.

e. Security archive.

f. Development Project Management documentation.

Electronic g. Aircraft Movement data and statistics (Airlink)

h. Accounting files.

i. Scanned versions of physical documents.

j. Development Project files.

k. Building maintenance records.

l. Carbon reduction statistics.

All records subject to the basic regulations and its implementing rules are held by the Key Post Holders listed in the AM Pages 31-39




4.5.3 Retention Periods

The required retention period for stored documentation will vary depending on the type of documentation stored. The list below is not definitive but simply a guide to retention times accepted for the type of document:

a. Managing Directors archive F73 files.

b. Accounting documents/records – 7 years.

c. Personnel records – 7 years.

d. Daily flight pack documentation – 3 years subject to change by airlines.

e. Security archive – 5 years.

f. Development Project Management documentation – 10 years.

g. Miscellaneous documentation – 5 years.

At the end of a retention period the archive is to be reviewed to decide whether to retain for a further period of time or to destroy.

4.5.4 Destruction and Disposal

By their nature, the subject matter of all documents held in storage can be considered to be of a sensitive nature at the very least. This being the case archives sent for disposal are to be destroyed in the same manner as routine confidential waste.




5. GENERAL SAFETY MANAGEMENT ARRANGEMENTS

5.0 General Airside Safety Rules

All persons, including staff, contractors and visitors, operating airside have a responsibility for safety. As a responsible person working airside at Cornwall Airport Newquay, you shall ensure that:

• Smoking is only permitted in designated areas and is strictly forbidden anywhere within the critical part, vehicles, buildings and fuel farm.

• The display of an open flame or the undertaking of an activity that would create a fire hazard is prohibited on the aerodrome, unless authorised by the aerodrome operator.

• You read and sign any new TOI that have been issued regarding your place of work or working practises

• You have your Airport ID clearly visible and take responsibility for your visitors ensuring they are signed in and issued with the appropriate visitor passes for persons and vehicles

• You are fit for work specifically not under the influence of alcohol or drugs. If you are prescribed drugs that may have side effects, you must notify your line manager or host immediately.

• Anyone suspected to be under the influence of drugs or alcohol, will be escorted from the airside area and reported to their employers. This will result in a testing process in accordance with Cornwall Airport Newquay’s Drug & Alcohol Misuse Policy. Cornwall Airport Newquay reserves the right to carry out tests on staff, stakeholders and contractors who are suspected to be under the influence of either drink or drugs. Cornwall Airport Newquay limitations on blood alcohol are 9 micrograms per 100 milliliters.

• You keep all areas clean. DO NOT drop litter. Remove any litter, which you see, and place it in the nearest FOD bin.

• You report all spillages to your Supervisor who will call upon the assistance of RFFS if the spill kits are not appropriate.

• All vehicles and equipment are checked daily, before and after use according to vehicle operating instructions.

• You shall operate vehicles or equipment to the training standards delivered and not attempt a task you have not been trained in carrying out.

• During high winds all vehicle and GHE doors must be secure and not left open at any time as this is likely to cause damage and/or an accident

• Where fitted, seat belts shall be worn at all times on the manoeuvring area.

• All persons shall wear ear defenders at all times whilst in close proximity of an aircraft, and whilst aircraft taxiing on and off stand.

• Hi-visibility clothing shall be worn (and appropriately fastened) by all persons operating airside. The airside boundary commences includes all areas within the aerodrome’s perimeter fence.

• Suitable footwear shall be worn for the task you are undertaking e.g. baggage handlers shall wear reinforced footwear (steel toe caps, toe-protectors). This process should be adopted pre and post shift as safety hazard exists at all times.

• All accidents and incidents shall be reported to your line manager / supervisor

• For immediate Emergency Assistance internal number x 333 / ATC Channel 1 during aerodrome opening hours




5.1 Safety Risk Management

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

Cornwall Airport Newquay’s Safety Policy signed by the Accountable Manager clearly states ten steps top safety.

Aviation is, by nature, a business that requires careful management of the inherent and latent hazards involved, as it is not practicable to eliminate all hazards from the operation.

Not all safety risks are avoidable, and under certain circumstances, the cost of nullifying a risk outweighs the benefits gained (e.g. installing underground heating to prevent moisture freezing on the runway would make operations in winter inherently safer, but the costs of doing so would make it prohibitively out of proportion to other means of managing the associated hazards).

The safety risk management process is designed to ensure that Operations safety risks are reduced to be As Low As Reasonably Practicable (ALARP).

This Section describes the operational safety risk management process for Cornwall Airport Newquay and how we ensure that the policy is achieved.

Note that a separate method of risk assessment is used for assessment of hazards relating to job function related tasks.

5.2 Changes – General

(a) Changes in nominated persons: The Competent Authority (CAA) should be informed of any changes to nominated persons (ADR.OR.D.015) that may affect the certificate or the terms of approval attached to it. When an aerodrome operator submits the name of a nominee for the nominated persons, the Competent Authority (CAA) will assess his/her qualifications, and may interview the nominee, or call for additional evidence of his/her suitability. (see GM1 ADR.AR.C.035(a)).

(b) The Competent Authority should receive from the aerodrome operator each management system documentation amendment, including amendments that do not require prior approval by the Competent Authority (CAA). A documented systematic approach is used to maintain records of all changes and master records are kept by the business administrator.

(c) Where the amendment requires the Competent Authority’s approval, the Competent Authority, when satisfied, should indicate its approval in writing. Where the amendment does not require prior approval, the Competent Authority should acknowledge receipt in writing within the time limits existing under the relevant national legislation.

(d) For changes requiring prior approval, in order to verify the aerodrome operator's compliance with the applicable requirements, the Competent Authority should consider the need to conduct an audit of the operator, limited to the extent of the changes. If required for verification, the audit should include additional interviews and inspections carried out at the aerodrome operator’s facilities.

(e) All changes are to go through the OSTG




5.2.1 Changes requiring prior approval from the Competent Authority

The following is a list of items that require prior approval by the competent authority, as specified in the applicable implementing rules.

• Use of an alternative means of compliance

• Changes to the company safety risk management process as documented in this manual

• Changes to the certification basis, or the terms of the certificate

• Changes to safety critical aerodrome equipment

• Changes that significantly affect elements of the aerodrome operators management system

• Changes to the level of protection provided by the Rescue & Firefighting Service

• Changes to Low Visibility Operations

• Operation of aircraft with a higher code letter

• Changes to any obstacle or development that may endanger safety or adversely affect the operation of the aerodrome

5.2.2 Change Not Requiring Competent Authority Prior Approval

Cornwall Airport Newquay will appropriately manage and assess all changes not requiring prior approval. The responsible manager will follow the guidance as detailed within 5.3 and overseen by the Operational Safety Group Committee (OSTG).

The Accountable Manager will seek clarification from the competent authority on any changes that may be deemed requiring prior approval before implementation.

This to ensure the company safety management system is not compromised and best practice applied at all times.

Changes not requiring prior approval will be notified to the CAA on a six-monthly basis.

Further guidance on how the airport manage development and maintenance works are included within the aerodrome manual ASI 4 – Airside Works (Development and Maintenance).

5.3 The System Risk Management (SRM) Process

The system risk management process is comprised of the following activities: -

• Identification and prediction of hazards.

• Consideration of the events (faults, errors, omissions) that could lead to the hazards.

• Analysis of the control measures in place, or required, and their effectiveness at preventing or controlling the hazards from causing harm.

• Identification of possible consequences arising from the hazards and the measures in place aimed at reducing and minimising the impact.

• Judgement of the likelihood of events that could lead to consequences from a hazard, allied with safety analysis of any known experience associated with the hazards identified.

• Assessment of the combination of the likelihood of events and the associated severity of consequences to calculate the overall level of safety risk.

• Determination of the tolerability of the safety risks.

• Confirmation and sign-off by the organisation that the hazards are satisfactorily controlled.

• Deployment of the procedures required to implement the required safety control measures.

• Periodic checking that the procedures are being employed and are working as expected.




• Periodic formal review of the safety risk assessment to confirm that the controls remain valid.

• Documentation of all the above.

5.3.1 Definitions & Terminology

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

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

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

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

Safety Risk An expression used to describe the overall assessment of a threat presented by the potential adverse consequences of a hazard.

This is described as a combination of the predicted likelihood and severity of an undesired occurrence.




5.3.2 Circumstances requiring a risk assessment

There are broadly three different circumstances that will drive the requirement for an Operational safety risk assessment.

These are: -

System Risks These are risk assessments relating to the normal operational running of the aerodrome and any predictable abnormal circumstances. Where change to the operation is planned, or new equipment or systems introduced, a revised or new safety risk assessment will be required. Identification of a new hazard is also likely to lead to a new safety risk assessment.

Development Risks.

These risk assessments relate to construction activity and major maintenance on or around the aerodrome.

Operational Risks

These are typically risk assessments related to one-off operational events or changes. In all cases, the process and the documentation to be used are the same.

No system, development or operational task shall be undertaken without an appropriate risk assessment being undertaken and recorded.

5.3.3 Methodology of Safety Risk Assessment

All risk assessments shall be carried by a competent person taking in to consideration guidelines detailed under HSG65 ‘Managing for Health and Safety’

5.3.4 Documentation of Safety Risk Assessment

All Risk Assessments for Cornwall Airport Limited are held centrally on the airports G drive system and subject to annual review and managed by the ATC administrator.

No Risk Assessment may be introduced without being issued with a reference number by the ATC administrator

5.3.5 Identification of Hazards & Consequences

The process is divided into three parts, which must be completed before any new procedure can be implemented. The individual parts, whilst providing an insight into the safety considerations required and actions taken, cannot be used in isolation for staffing purposes.

The procedure requires:

Part 1 - Preliminary Hazard Identification (PHI)

This is to ensure that the new proposal or change has been properly considered with a conscious effort to identify any risks that it may entail. PHI methodology is to identify where potential hazards may exist, or what potential system, development or operational failures may occur. PHI 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.




Part 2 - Procedure Hazard Analysis (PHA)

The PHA represents a progression from the PHI into a more detailed analysis by the OSTG but using a "What if…? So what…?" technique. The Part 2 analyses each hazard as follows:

i) Identified Hazard: State the Hazard identified during the Part 1 considerations

ii) Incident Sequence: The assessment should also 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 should be documented, together with the reasons.

iii) Severity/Probability/Risk Classification: Assess the unmitigated Hazard Severity Category along with the anticipated probability, which will normally be qualitative and based on the experience of the team involved. These two parameters combined identify an associated Risk Classification as detailed in the tables below.

iv) Safety Requirement: State the safety requirement – that is trying to be achieved through mitigation.

v) Mitigation: State the mitigation of hazards or methods by which hazards will be eliminated to achieve the Safety Requirement. 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 in Part 2 and sanctioned by the accountable manager in Part 3. This route should be exception rather than the norm.

vi) Severity/Probability/Risk Classification: Re-assess post mitigation and state the revised parameters and classification.

vii) Summary Table: At the end of the text, summarise the analysis. In the summary table, the action column should be completed to reflect where mitigation is already in place or, who is responsible for implementing the action.

viii) Remarks: Comment on the analysis and highlight any concerns, giving a statement explaining how the Safety Requirements have been met and if necessary details of unresolved hazards/outstanding mitigation and how they are to be dealt with.




Part 3 – Approval and Sign off

Part 3 completes the analysis phases and should be processed as follows:

Approval: Part 3 scrutinises the previous two parts and dictates the necessary course of action for the new or modified procedure to be accepted and authorised. Approval rests with the authority appropriate to the level of risk and must be gained before implementation can take place. Risk Tolerability Classifications and the appropriate approving authority are defined as follows:

Safety Risk Assessment Form

SAFETY RISK ASSESSMENT FORM

Reference No: [Number/Year]

PART 1 – PROPOSAL Title: TITLE OF CHANGE/NEW PROCEDURE

File Reference: File Reference

Reason for Change: Brief outline of requirement for change/new procedure

Details of Change: Brief outline of basic details of the change/new procedure

Interested Parties: List those present. Consider inviting input from outside of the specialisation where appropriate. For example, aircrew representation may be useful to ensure that their perspective is represented accurately. The team do not all need to be 'experts' in the topic under scrutiny: the advantage being that they will question 'why' when those with more experience may make assumptions. Those present and/or consulted should cover all interested parties.

Preliminary Hazard Identification (PHI) Hazard 1: List each hazard that is identified. Do not be tempted to discount a

hazard simply because it seems obvious that it will be immediately mitigated to 'nil effect'. That may well be the case, but should be documented through Part 3. Bear in mind that successive management’s will be relying on the data to see what was considered if the issue is reconsidered and the paper trail will save nugatory work.

Hazard 2: As the hazards are identified, avoid working through each to its mitigated conclusion as factors identified later in the session may have a bearing. Wait until the Part 2 stage.

Etc. for additional hazards:

Proposed Date of Introduction:

Originator/Comment:

Date: Name: Signature:




SAFETY RISK ASSESSMENT FORM Reference No: [Number/Year]

PART 2 - PROCEDURE HAZARD ANALYSIS (PHA) Title: TITLE OF CHANGE/NEW PROCEDURE

File Reference:

File Reference

Hazard 1: Taking each hazard in turn from Part 1, state the hazard associated with the change. For each one fill in the boxes in this section before starting on the next hazard.

Incident Sequence: In simple terms, outline the circumstances that could lead to the hazard arising and highlight the impact.

Severity/Probability

Risk:

For example: Serious Incidents/Remote/Unacceptable

Repeat above steps for each hazard

Safety Requirement:

State what safety requirement that the mitigated assessment must meet.

Mitigation:

Describe the mitigation either already in place, or to be introduced that would reduce the risk associated with the hazard. Be specific - the subsequent production of/ inclusion in orders should be virtually a cut and paste exercise. Where written mitigation is required (through standing orders or internal documents etc.) specify the publication where amendment is required. Also, ensure that it is tagged so that it is not inadvertently removed during subsequent amendments to the document without referring back to the SARF.

Mitigated Severity/Probability/

Risk:

For example: Significant Incident/Extremely remote/Acceptable

Repeat above steps for each hazard

Summary: Tabulate the information. The Action column is to be used to indicate who is responsible for implementing the mitigation or state the date on which the mitigation was implemented if appropriate.

Remarks: The author summarises the analysis and highlights any concerns. If the relevant mitigation is already in place, this should be stated with appropriate references. Any other pertinent information is to be included at this stage.





SAFETY RISK ASSESSMENT FORM

Reference No: [Number/Year]

PART 3 – APPROVAL

Title: TITLE OF CHANGE/NEW PROCEDURE

File Reference

Final Risk Score

Section A: Approved/Comment* by Sponsoring Manager

Remarks:


Section B: Comment by Accountable Manager (if required)

Remarks:





5.4 Assessment of the Level of Safety Risk

The assessment part of the safety risk assessment takes place during the consequence analysis stage. This consists of making a judgement of both the likelihood of each event (or series of events) that lead to hazardous consequences and the associated potential severity of those consequences. In this process, the assessment is made based on the existing and / or planned safety control measures being in place. Finally, the tolerability of the overall level of safety risk is determined with reference to the range and highest severity of the individual hazards.

The likelihood and severity elements are defined into 5 categories each, as illustrated in Tables 1 and 2 below:

S Table 1 – Severity Ratings

Severity Potential Consequences Value

Negligible

• Nuisance or distraction but nil injury or near miss

• Procedure violated with no adverse effect

• Bird strike with a single small low risk species

• Slightly reduced margin of safety but controlled within existing procedures

1

Minor

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

• Light or moderate damage to vehicles (unfit for use)

• Minor injuries (First Aid treatable)

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

2

Moderate

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

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

• Significant operating limitations and significant disruption (several hours)

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

• Demanding workload to key personnel, potential for loss of attention

3

Serious

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

• Aircraft damaged requiring prolonged major repairs

• Vehicle damaged beyond repair and associated serious injury

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

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

4

Catastrophic

• Aircraft destroyed

• Vehicle or equipment destroyed with associated loss of life

• Fatality or multiple fatalities, or multiple serious injuries

• Major fire or explosion with substantial loss of facilities

5




Table 2 – Likelihood Ratings (qualitative)

Likelihood Permanent operations Temporary Project Value

Often

About once a week

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

Almost certain to occur several times during the programme or activity. 5

Likely

About once a month

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

Can be expected to occur at least once during the programme or activity 4

Occasional

About once a year

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

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

3

Remote

About once in 10 years

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

Very unlikely to occur during the programme or activity.

2

Improbable

About once in 50 years or more

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

Highly unlikely during the programme or activity.

1

It is likely that for many hazards, there are a number of possible outcomes, each with varying degrees of consequences. These outcomes must be analysed separately in the risk assessment process and listed in the consequence analysis section of the Safety Risk Assessment Form. The individual outcomes are then judged for the possible range of the degree of severity of the identified consequences.

Next, the likelihood of the identified consequences is judged, or predicted, possibly using quantitative analysis methods where data or research exists to support it. Again, this is carried out for each of the range of consequence severities that have been listed if this is applicable.

The overall level of safety risk is then determined using the highest of any range of severity identified, along with the associated likelihood of the outcome at that level of severity. The level of safety risk is processed using the combination of the severity and likelihood of that consequence, using the Safety Risk Tolerability matrix in Table 3.

This gives an output in terms of an alphanumeric index and also a colour coding in each box within the matrix. This is sometimes referred to as a composite risk index. The next step in the safety risk assessment process is the confirmation of the tolerability of the level of safety risk.




Table 3 – Safety Risk Tolerability Matrix extracted from CAP795

5.5 Flow Chart Safety Tolerability and Sign Off

The sign off authority for risk assessments is outlined below:

PART 3 - APPROVAL AND SIGN OFF

Risk is not acceptable Accountable Manager Key Post Holder

PART 2 - PHA

OSTG Assessment

PART 1 - PHI

Completed by competent safety risk assessor




5.6 Review of Safety Risk Assessments

All safety risk assessments are dated for periodic review. Depending on the nature of the hazards and processes in the assessment, a review should be no more than 2 years, but most likely once a year for System Risks.

Any safety risk assessment must also be reviewed if significant change is identified or if reports indicate that control measures may not be effective. The OSTG and Health, Safety and Well Being committee are jointly responsible for identifying the need to carry out such reviews.

5.7 Competence for carrying out Safety Risk Assessments

The information in this part of the Aerodrome Manual is not intended to be exhaustive or to be sufficient to educate personnel to conduct a safety risk assessment. This is a reference to the outline and principles of the safety risk management process employed in Cornwall Airport Newquay.

Competence for carrying out risk assessments in line with this process is only delivered through the associated formal training package and with the additional guidance that is provided to those successfully completing the training course.

Competence for carrying out safety risk assessments is determined through a combination of training and practical experience. Formal training is delivered internally or externally, using the system described in this part of the Aerodrome Manual. The training can be delivered directly by any of the Operations management team that are listed as current and competent.

Following training, it is required that an individual participates and contributes in a formal safety risk assessments, followed by another under observation by one of the following:-

• Manager of Air Traffic Services

• Senior Airport Fire Officer

• Airport Safety Analyst

• Lead Principle Health, Safety and Well Being officer

• Specialist as assigned by the Accountable Manager / Managing Director

On satisfactory demonstration of proficiency, an individual may then be formally “signed off” and added to the list of current and competent safety risk assessors. Competence is deemed to be maintained, provided that an individual leads a review of an existing assessment or a new safety risk assessment on a minimum of three occasions per year.




6. AIRFIELD SAFETY REPORTING AND INVESTIGATION

6.1 Accident and Incident Reporting Policy

Cornwall Airport Newquay promotes ‘Just Culture’ across our business. It is a culture that is fair and encourages open reporting of accidents and incidents. However, deliberate harm and wilful damaging behaviour is not tolerated. Everyone is supported in the reporting of accidents, unplanned/undesirable events and incidents.

All accidents and incidents that occur airside must be reported in accordance with the procedures set out below

Procedures shown herein supplement those required by Cornwall Airport Newquay Emergency Orders, Air Navigation Regulations 1996 (Investigation of Air Accidents and Incidents) and ANO Article 117 (Mandatory Reporting).

6.2 Personal Injury

Any accident that results in personal injury, regardless of how minor, must be reported and recorded.

6.3 Accidents and Incidents

A vehicle driver, equipment operator or other person involved in an accident or witnessing an accident must file a report without delay. It must never be assumed that some other person will be reporting the accident; two or more early reports of an accident are better than one late one.

During aerodrome opening hour’s reports of accidents and incidents must be made by the quickest means possible to one of the following:

• Air Traffic Control via UHF/FM Channel 1 call sign “Newquay Tower”

• Emergency Internal Telephone System extension 333

• External Telephone Number 01637 861333

• Head of Stand Phones located on the Main Alpha Apron

Staff must call (9) 999 outside of Published Aerodrome Opening Hours

Accident/Incident reports must include the following:

• A statement “ACCIDENT REPORT”.

• Location and nature of accident.

• Whether or not an aircraft is involved

• If there is any fire

• Any known casualties or injuries

• Name and department or Company of the caller

All responding external emergency vehicles will convene at the RVP point unless specifically requested to report elsewhere by the caller

An ‘Accident Report’ form shall be completed whenever any member of staff, stakeholder or member of the public is involved in an accident. If there is no injury, then this shall be clearly stated on the form. The duty supervisor must up load the completed form on to the Entropy Safety Reporting system that will generate a formal accident report number in addition to notifying the OCSM.




ACCIDENT REPORT SHEET

REPORT NUMBER REPORT

AI REPORT EMPLOYEE: YES / NO

(1) NAME OF PERSON INVOLVED IN ACCIDENT;

Name

Address

Contact Telephone Number

Occupation

(2) ABOUT YOU, THE PERSON FILLING IN THIS RECORD; If you did not have the accident, write your address and occupation. Name

Address


Occupation

(3) ABOUT THE ACCIDENT (Continue on Page 2 if required) State when it happened - Date; / / Time;

State location of where it happened. State how the accident happened. Give the cause, if you can.




If the person who had the accident suffered an injury, state what is was and if first aid treatment was given and by whom; Type of Injury First Aid Given YES / NO Name of First Aider Did the person attend Hospital? YES / NO

Declaration Please complete and declare the facts recorded are a true statement of events. Signature Print Name Date

(4) FOR EMPLOYER USE ONLY; Complete if reportable under the RIDDOR regulations 1995. Is the incident reportable YES / NO Reported to Date Reported Signature Print Name Job Title Date

(3) ( CONTINUED )

Any accident or incident recorded on the Corserv Entropy Safety System that is reportable under Reportable Injuries, Diseases and Dangerous Occurrences (RIDDOR) 2013 shall be done so by Corserv Health and Safety officer assigned to Cornwall Airport Newquay.

In order for an investigation to be undertaken it is important that information is collected as soon as possible after the event. No vehicle or equipment involved in an accident is to be moved until the departmental manager or OCSM has given authority.

The duty supervisor must immediately report any adverse safety event involving a third party company by following the individual stakeholder or respective airline ground handling policy.

The duty supervisor shall complete an initial investigation report form to aid any subsequent investigation.




Incident / Accident Initial Investigation Report Form

Note: This report form is developed to act as an aide memoir. It should be completed in all cases where Newquay Airport Staff are involved in (or are perceived to have been involved in) any Accident / Incident / Slip / Trip or fall involving Airport personnel, contractors, vehicles, aircraft, infrastructure, equipment or members of the public. The report may be used in conjunction with the procedures within Section 6, ‘Airfield Safety Reporting and Investigation’ written in the Aerodrome Manual.

It should be completed at the earliest possible opportunity, usually prior to shift change or going off duty. The completed form should be forwarded to the Accountable Manager within a maximum of 72 hrs of the incident occurrence.

Name & Title of Person Completing Initial Investigation / Report:

Date of Incident:

Time of Incident:

Type: Incident / Accident / Other

Location: On Airport / Airside / Crash Map / Landside / Off Airport

Operation: Suspended / Airport Closed / Partial / Full / NA

Confirm ‘Mission Mode’ Initiated: Yes / No / NA

On Call Senior Manager Informed: Yes / No

Company Insurers Informed: Yes / No

Entropy Report Generated: Yes / No

ECCAIRS Report Generated: Yes / No

Persons Involved: Names / Title of Persons Directly Involved. Achieved Yes /No




Witnesses: Names / Title. Achieved Yes /No

Consider Personnel Welfare: Should staff remain on shift, restricted duties, or should they be relieved from duty? i.e. Counselling / Offer friend / Colleague / Trade Union rep. Achieved Yes / No

Consider / Deliver Caution:

E.g. It is standard practice for all unplanned/undesirable events, incidents and accidents to be fully investigated by means of information gathering, photographs taken and witness statements by the assigned manager. Immediate actions may mean your airside driving permit removed or you may be placed on restricted duties. In extreme circumstances you may be suspended from duty whilst the investigatory process is carried out. Delivered Yes / No

Consider Restricted Duties: Withdraw Airport Security Pass / Airside Driving Permit. Considered Yes / No.

Passes withdrawn Yes / No

Staff Members Line Manager Informed: Yes / No

Consider Informing Police: Police Called Yes / No / NA

Initial Evidence gathering: Consider Photographs / Video / Sketches.

Achieved Yes / No

Statements: Gather initial statements from persons directly or indirectly involved (preferably prior to going off shift). Achieved Yes / No

Witness Statements: Request statements from any / all potential witnesses (preferably prior to going off shift, or within a maximum of 72 hours).

Achieved Yes / No

Initial Investigating Officials Signature:




6.4 Accident, Incident & Unplanned/Undesirable Event Investigation Policy

All accidents, incidents and unplanned/undesirable event defined as an adverse safety event will be investigated in line with HSE guidance issued under HSG245.

Subsequent to the airport company being notified of an adverse safety event an investigation will be carried out. The level of investigation will be determined by assessing the nature of the adverse event and classification assigned from Low, Medium or High. This will be recorded on the Entropy system

The table below will assist you in determining the level of investigation which is appropriate for the adverse event. Remember you must consider the worst potential consequences of the adverse event (e.g. a scaffold collapse may not have caused any injuries, but had the potential to cause major or fatal injuries).

Likelihood of recurrence

Potential worst consequence of adverse event

Minor Serious Major Fatal

Certain

Likely

Possible

Unlikely

Rare

Risk Minimal Level

Low Medium High

Investigation Level

Minimal Level

Low Level

Medium Level

High Level

• In a minimal level investigation, the relevant supervisor will look into the circumstances of the event and try to learn any lessons which will prevent future occurrences.

• A low level investigation will involve a short investigation by the relevant supervisor or line manager into the circumstances and immediate, underlying and root causes of the adverse event, to try to prevent a recurrence and to learn any general lessons.

• A medium level investigation will involve a more detailed investigation by the relevant supervisor or line manager, the health and safety adviser and employee representatives and will look for the immediate, underlying and root causes.

• A high level investigation may involve a team-based investigation, involving supervisors or line managers, health and safety advisers and employee representatives. It will be carried out under the supervision of a senior accident investigator such as the Airport Safety Analyst or Lead Principle Health, Safety and Well Being Officer and will look for the immediate, underlying, and root causes.

• All investigations will be carried out to within agreed time scale with the Accountable Manager. Initial feedback and report will be completed by the investigating officer detailing findings together with any recommendations, and submitted to the Accountable Manager within 30 days.

• Any recommendations accepted by the Accountable Manager will be tracked via the OSTG until concluded. All safety data recorded shall be included in the monthly Cornwall Airport Limited board report and shared with the wider airport community through the appropriate safety committees.




6.4.1 Follow-Up Action

If the results of any investigation indicate that a person or Company is responsible for an adverse safety event, and that this was the result of non-compliance with Cornwall Airport Newquay published procedures or safety measures, that person or Company may be liable for action by Cornwall Airport Newquay.

All safety reports generated are included within the CAL Monthly health and safety board papers and shared via the appropriate safety meetings.

6.5 Unplanned/Undesirable Event Reporting Policy

Cornwall Airport Newquay encourages all staff and stakeholders to utilise the unplanned/undesirable event incident reporting process when a potentially serious incident was avoided at Cornwall Airport Newquay. Any potential serious incident must be reported without delay by the duty supervisor or out of normal working hours to the On Call Senior manager who is available 24/7.

An unplanned/undesirable report form as detailed on the following page must be completed by the duty supervisor and employee before leaving shift on the day of occurrence.




UNPLANNED / UNDESIRABLE EVENT REPORT SHEET (V3)

REPORT NUMBER (AM / MoAT) ECAIRS Filed: Yes / No. Number REPORT

A AIRPORT EMPLOYEE: YES / NO

(1) NAME OF PERSON INVOLVED IN EVENT; Name

Department / Company


Email address

(2) ABOUT YOU THE PERSON FILLING IN THIS RECORD; If you were not involved in the event write your address and occupation. Name

Department / Company


Email address

(3) ABOUT THE EVENT (Continue on Page 2 if required) State when it happened - Date; / / Time

State location of where it happened. State details of the event. Give the potential safety implications

Aerodrome ATC




How could this event have been avoided and can you propose how this can be achieved?

Declaration Please complete and declare the facts recorded are a true statement of events. The Accountable Manager / Manager of Air Traffic Services will contact you with the unplanned / undesirable event reference number and details of the investigation undertaken Signature

Print Name

Date

(4) ACCOUNTABLE MANAGER / MANAGER of AIR TRAFFIC SERVICES USE ONLY; Has the incident been investigated YES / NO

Action Taken

Print Name

Signature

Job Title

Date




6.6 Occurrence Reporting (former MOR Scheme)

Occurrence reporting in the UK and the rest of Europe is governed by European Regulation 376/2014 and is in place to improve aviation safety by ensuring that relevant safety information relating to civil aviation is reported, collected, stored, protected, exchanged, disseminated and analysed. It is not to attribute blame or liability. Cornwall Airport Limited now log any incidents in line with this new regulation using the following link http://www.aviationreporting.eu

6.6.1 The Objective of the occurrence reporting scheme

The sole objective of reporting safety events is to prevent accidents and incidents through improved collection and sharing of safety information; it is not to attribute blame or liability

Article 226 of the Air Navigational Order 2009 states that, legal proceedings will not be brought as a result of reporting a safety event, except in cases of gross negligence.

6.6.2 Categories of Persons Required to Report

Under the terms of Article 142 of the Air Navigation Order, as amended, certain persons associated with Civil Aviation have a duty to report specific occurrences, these persons include:

a) Operators/Commanders of certain aircraft b) Persons Associated with aircraft maintenance, repair and overhaul c) Air Traffic Control and Air Traffic Engineers d) Airport Management staff e) Ground Handling Persons and Agencies f) Bird strikes

Persons within these categories should be familiar with their obligations and reporting procedures.

All initiated Occurrence Reports are to be filed using www.aviationreporting.eu either

online or via the downloadable form. A copy should be printed for the respective

manager either the AM or MoATS.

6.6.3 Submission of Reports

The AM is responsible for ensuring that the appropriate safety form is submitted within 72 hours in relation to ground safety events.

The BCU coordinator is responsible for ensuring that the appropriate safety form is submitted within 72 hours in relation to bird strikes

The MoATS is responsible for ensuring that the appropriate safety form is submitted within 72 hours in relation to any Air Traffic Control events.

The Accountable Manager shall be made aware of any significant safety form submitted. All safety reports shall be included in the monthly board report and initial findings and report issued within 30 days.

6.6.4 Categorisation of Safety Occurrence Incidents

Categorisation for use with MOR incidents, with objective of prioritising follow up action and response timescale, with indication of a threshold at which follow up investigation is not required.

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32014R0376

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32014R0376

http://www.aviationreporting.eu/

http://www.aviationreporting.eu/




Severity

Frequency

H M L

H A A A

M B B C

L C D D

Severity

H Serious safety hazard e.g. accident averted by providence, avoidance action taken. Several safety nets failed. Serious injuries or significant aircraft damage were or could have been a possible outcome. RIDDOR reportable. AAIB reportable. Runway Incursion category A or B.

M Significant safety issue e.g. some reduction on safety margins, one or two elements of procedure or safety nets failed. Possibility of small injury, non-RIDDOR or minor aircraft damage. Runway Incursion category C or D.

L No immediate safety concerns. Service standards may be affected.

Frequency

H About once a month on average M Small number of occasions per year (up to about 4) L Infrequently, once in 2 years or more

Response

A Activity to stop or to be immediately reviewed and put under close monitoring activity.

B No immediate need to stop activity or make changes to procedures.

C No immediate action but ALARP measure to be considered. Monitor.

D No action required but may require further monitoring in the future.

Investigation Process

A Refer to Accountable Manager for urgent investigation. Recommendations to be implemented within 3 months.

B Refer to Accountable Manager for investigation in routine time. Recommendations to be implemented within 6 months.

C Sign off at departmental level and refer to departmental procedures.

D Sign off at departmental level and refer to departmental procedures.

6.7 Safety Observation Reporting Scheme (SORP)

All staff operating airside has a duty of care to report any safety incident or accident no matter how minor. The Safety Observation Reporting Procedure (SORP) is a scheme whereby staff can report safety incidents/ accidents/ concerns anonymously. All reports will be investigated by the Accountable Manager. SORP will also be used to identify any defects in procedure.

A copy of SORP is available on the next page of this manual.

6.7.1 Whistleblowers

Where an individual wishes to disclose sensitive information to the CAA, but a formal safety form seems inappropriate, the preferred method of reporting is by emailing details of the event to [email protected]. If this is not possible, reports may be given by contacting the CAA whistle blowing focal point on 01293 573190. All whistle blowing reports are treated and acted upon individually with the focus of these reports being on the confidentially of the reporter.





SORP FORM

STOP > DECIDE > OBSERVE > ACT > REPORT Observation Checklist

Please tick the unsafe practices that were observed √

Lack of or unsuitable Personal Protective Equipment

Working Procedure on an apron

Working Practice by an Airside Services Staff member

Working Practice by another staff member

Please give further details of what unsafe practices you observed

What corrective action can be taken?

Are there any other safety concerns you would like to raise?

Please submit this form in confidence to;

Accountable Manager, Cornwall Airport Newquay St Mawgan Cornwall TR8 4RQ

Accountable Manager USE ONLY;

Has the incident been investigated YES / NO

Action Taken

Print Name

Signature

Job Title

Date




7. SAFETY PERFORMANCE MONITORING

In order to ensure that we continuously improve and develop our safety levels, it is essential to report and analyse safety performance. This not only highlights any areas requiring attention but allows a person to see where safety is improving; a positive feedback source for the Safety Management System.

Safety performance monitoring at Cornwall Airport Newquay is owned by the Accountable Manager.

A Safety Performance Report is produced monthly by the Accountable Manger and Manager of Air Traffic Services, reporting data in the following key areas:

Runway Safety Air Navigation Services

Runway Incursions Airprox Runway Excursion Loss of Separation Runway Friction Level Bust Runway Lighting Aerodrome Safeguarding Aerodrome Inspections Zone Infringement

Wildlife Control Aircraft Taxiing Confirmed Wildlife Strike Events Deviations from cleared Taxiway Unconfirmed / near miss strike events Aircraft parking errors Risk Category of wildlife observed Obstruction to taxiing aircraft by Wildlife dispersal methods deployed 1. Moving Vehicle Grassland Management 2. Stationery Equipment

Turnround Related Incidents Safety Assurance Collision of equipment with aircraft Aviation Fuel Push Back error Airfield Occurrence report summary Vehicle Accident RFFS Incident response callouts Apron FOD Turnaround Audits

Non-compliance Safety Awareness Promotion Vehicle/Equipment Inspections Airside Safety Bulletins AoA Safety Week

Safety Occurrence Investigation Aviation Security

Third Party Audit Programme EC300 Audit/Covert Programme

Airport Stakeholder Third Party Oversight

Personnel Training Initial Training Recurrent Training Proficiency Checks Instructor and Assessor Proficiency Checks

Safety Key Performance Indicators Benchmarked as part of the South West Regional Safety Group attended by the Accountable Manager




8. CONTRACTED ACTIVITIES

8.1 ILS Inspections

ILS flight inspections take place every six months on the ILS equipped runways. A licensed contractor (currently Flight Calibration Services Ltd) carries out this function.

8.2 Compass Swing Facility

A Compass Calibration Base (CCB) is provided on the airfield for use by based aircraft and visiting aircraft which require compass re-calibration prior to flying again. The CSB is located at the northern end of Taxiway Charlie.

The CSB is certified to Class 1 standards. QinetiQ, who are approved by the Government carries out calibration and re-certification. A calibration certificate is held by the Airport Facilities and Development Manager and maybe viewed at any reasonable time.

8.3 Aerodrome Survey Data and Treatment of Obstacles

NQY contract the services of an external survey company to provide aeronautical grade positional data for use in all aeronautical publications. An appropriately accredited survey company will always be used who shall have ISO 9001 accreditation.

The survey is conducted in accordance with the Competent Authority’s requirements and once the survey data is received it will be handled by the Aerodrome operator in accordance with the Air Traffic Control Quality Management System.

The data may be stored in electronic format using the company Information Technology system which is certificated against the Public Services Network Compliance Standards by way of an independent third party audit.

8.4 The Management of Air Traffic

The management of Air Traffic Services is carried out by Cornwall Airport Limited. Cornwall Airport Limited carries out their responsibilities in accordance with the standards in CAP 493, The Manual of Air Traffic Services (MATS) Part 1 and CAP 670, ATS Safety Requirements. Details of the Air Traffic Services provided and local procedures are contained in the Cornwall Airport Newquay MATS Part 2.

8.5 Aeronautical Ground Lighting

Cornwall Airport Newquay Engineering maintains the aeronautical ground lighting system to ensure compliance with EASA certificate specifications. ATG provide Cornwall Airport Newquay with expertise in maintaining the software for the AGL system and the system is flight checked every six months. A licensed contractor (currently Flight Calibration Services Ltd) carries out this function.

8.6 Navigational Aids

Navigational Aids are operated in accordance with MATS Part 2, in compliance with CAP 670. The equipment is maintained in accordance with MATS Part 4 by Cornwall Airport Newquay Engineering.

8.7 Providers of Apron Management Services

Cornwall Airport Limited provides apron management services at Cornwall Airport Newquay and has submitted a Declaration of Compliance signed by the Accountable Manager, to confirm that they comply with the following;

• Company Name & Address

• Name & Contact details of the Accountable Manager




• Start date of operation

• Aerodrome at which the services will be provided

• Applicable requirements set out in Part-ADR.OPS on the provision of apron management services are documented and reflected within the aerodrome manual

• Declare any alternative means of compliance with references to the AMC’s that they replace

• That the services are provided in accordance with the NQY Aerodrome Manual

• Personnel have received the necessary initial training and receive recurrent training to ensure continued competence

• Any change in the operation that affects the information disclosed in this declaration shall be notified to the Cornwall Airport Newquay Accountable Manager.

8.8 Apron Management Services outside of the Operating Boundary

Cornwall Airport Limited will adapt best practice by;

• Ensuring the third-party accountable manager completes and signs a declaration of compliance to demonstrate they meet the requirements as laid down under ADR.OR.B.060

• Monitor compliance by conducting third party safety audits on all apron management service providers that fall outside the operating boundary

8.9 Record Keeping

The aerodrome operator utilises records in both paper and electronic format. Paper records are stored securely in accordance with the requirements of the data protection act.

Electronic records are stored either on externally hosted compliant servers or within the company’s Public Services Network Compliant system which is managed by an external service provider.

Records will be kept for a minimum of 5 years in accordance with ADR.OR.D.035

8.10 Aircraft Movement Data

On a regular basis, the business analyst correlates the flight information data for submission to the competent authority. Data capture includes movement type, aircraft type, dates and numbers of passengers.




9. SAFETY AUDITING

Auditing various airfield activities is an important part of the SMS and is essential to ensuring Safety Performance Monitoring and Measurement. As well as the audit of airfield activities, a fundamental part of the Safety Management System is the audit of the system itself.

The safety auditing process is divided into 4 categories:

• Departmental Internal Audit Programmes

• Airport Safety Analyst EASA Compliance Programme

• Corserv Health and Safety Work Place audits

• External Audits carried by 3rd party e.g. competent authority, airlines, airport tenants, stakeholders

9.1 Departmental Internal Audit Programme

Cornwall Airport Newquay has developed a Quality Assurance and Quality Control Programme to monitor standards across each department and to ensure key airport documentation is periodically reviewed. The audit outcome will be made available to external auditees to demonstrate its effectiveness and internal actions undertaken to underpin a robust airport safety management system. This responsibility to ensure the audit is carried out sits with the departmental manager in addition to correcting any findings from the audit programme.

Scheduled audit programme – 2020

Jan

Feb

Mar

Ap

r

May

Ju

n

Ju

l

Au

g

Sep

Oct

No

v

Dec

Aerodrome Safeguarding Manual X X X

AGL Procedures Manual X X X

Wildlife and Habitat Management Manual

X

EGHQ AIP Entry X X

EASA Aerodrome Certificate Special Conditions/CB/OB

X X

EASA QB1 X

EASA QB2 X

EASA QB3 X

CAL Terminal Operations – Passenger Services, Security and Apron Management

X X X X

Aviation Fuel X

9.2 Airport Safety Analyst EASA Compliance Programme

Based on the competent authority question banks, a rolling compliance programme shall be carried out independently by the Airport Safety Analyst.




9.3 Corserv Health and Safety Work Place Audits

Corserv Senior Health and Safety Advisor will carry out a site safety inspection report a format and scoring recognised across the Corserv GoC. SHE inspection report will be recorded on Entropy and score generated between 0-5.

Scheduled audit programme - 2020

Jan

Feb

Ma

r

Ap

r

Ma

y

Ju

n

Ju

l

Au

g

Se

p

Oc

t

No

v

De

c

Apple Aviation X

Cornwall Aviation Heritage Centre

X

Cobham Helicopters X

Facilities Management X

Holt Autos X

NH2 Hangar X

HAS tenants occupying 1-2 X

NH1 Hangar X

Weston Aviation X

RFFS including WHM X

MT Hangar X

FLYNQY X

Hire Car Providers X

CAL Occupational Risk Assessments

X

CAL Fire Risk Assessments X

CAL DSEAR Risk Assessments

X

CAL - Coffee Republic X

CAL – Terminal Operations Internal Audit Programme

X

In addition, ad-hoc safety audits and investigatory support may be requested

9.4 External Audits

CAL will facilitate any authorised audit from airline, stakeholders and regulators to satisfy compliance to the required auditees standards to demonstrate a harmonised Safety Management System

9.5 Audit Outcomes

All audit outcomes will be included within the monthly Health and Safety Board update paper and shared at key safety meetings such as ASSC, GoC H&S board.

Without delay, the accountable manager shall be informed of any significant events that may jeopardise the safety and security of the aerodrome.




Audit write-up & issue of action plan – post-audit, the findings are written into a report, along with an expectation of the actions to be carried out by the audited organisation. The timescales given for actions to be implemented are based upon the severity of any safety concerns.

Outcomes from audits will be reported using the following categories.

Category 1 Significant non-compliance that must be rectified immediately and the Accountable Manager notified. Failure to rectify the findings may result in suspension of all or part of the activity. Category 2 A non –compliance that must be rectified with agreed timescales. Category 3 This is a recommendation that may affect the safety.

The auditee shall record, notify and track audit outcomes.

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

All audits will be carried out in confidence, the results of Internal or External audits will remain confidential to those companies or departments having been audited, the results of the audit including any non-compliance with the agreed actions and timescales will be discussed at the audit out brief. All reported non-compliances should be dealt with using the best endeavours of the company having been audited, any delay on agreed actions and time scales could however; result in the audit being referred to the Accountable Manager.

Persistent non-compliances by individual companies will be monitored by the Airport Safety Analyst and brought to the attention of the Accountable Manager.




10. SAFETY COMPETENCY FRAMEWORKS

The Operations Safety Competency Framework outlines areas of training and proficiency, including trainees, and procedures to be applied in the event that personnel do not achieve the required standard.

This framework is based on guidance in CAP 700 and the relevant national occupational standards.

Airside Operations, Aeronautical Ground Lighting & the Airport Rescue & Firefighting Service have competency frameworks in place that cover the duties of technical staff that are required to know specific procedures and carry them out in specific ways. For the Airport Rescue & Firefighting Service such requirements are required in order to maintain competence in operational roles.

A separate Competency Framework, controlled by the Key Post Holders , focuses on technical and professional knowledge, experience, and where appropriate, qualifications for the management responsibilities that are required to safely operate the aerodrome.

Documentation is stored in accordance with PART B 8.9 of this manual

10.1 Human Factors

There are many ways in which human interaction can have an impact on safety.

Human Factor training is delivered to all key post holders with operational safety responsibilities.

Human Factor awareness training is delivered to all other airport staff.

11. MANAGEMENT OF CHANGE

One of the risks within an organisation is when something changes, be it a process or a job specification, leading to an alteration in safety responsibilities. There are various situations when a change can occur and as such, this section outlines the procedures Cornwall Airport Newquay puts in place to ensure any risks are assessed and managed to a level As Low As Reasonably Practicable.

11.1 Direct Role Replacement

When a new member of staff is required to take on the safety responsibilities previously held by a colleague who is no longer in that role, the Competency Framework is used to compare their current level of competency in each area against the level needed to fulfil the safety responsibilities of that role. This gap analysis allows a subjective assessment of each candidate relating to their safety responsibilities and expertise, provides an objective training plan to acquire the areas of competence needed to fulfil the entire role.

People

ProcessesCulture




This process also prevents a person without the competency required from filling a role for which they do not have, or cannot get within an appropriate amount of time, the required safety competency. Until such a time that a new appointment to a role can fulfil all the required safety responsibilities, an existing member of the operations team should be identified as fit to cover the area temporarily.

11.2 Merger of Roles

Should a situation occur where the safety responsibilities of two or more persons are merged into one, or altered significantly so that responsibilities switch between two or more members of staff, the Competency Framework will be used initially to identify the safety responsibilities of the roles concerned. Once that is established, the safety responsibilities are then incorporated into the new roles. Use of the Competency Framework ensures that safety responsibilities are not “lost” during role transition.

11.3 Procedural Change

When a procedural change occurs (i.e. new regulation from the CAA or a new way of carrying out a safety critical activity) an initial risk assessment will be carried out by the relevant manager to determine the risk involved with the change. This will then lead to a review of the Competency Framework to ensure that any changes can be accommodated within the current structure. Any changes required are to be dealt with by the relevant line manager and, if appropriate, be cascaded to any other members of staff.




11.4 Termination of Operations

In case of intended termination of the operation of the aerodrome, the Accountable Manager shall notify the competent authority in writing. The notification shall be done in such time as to allow the timely publication of the changes within the Aeronautical Information Regulation and Control (AIRAC) system.

Upon termination of the operation, the Accountable Manager shall ensure that runway closed marking are applied, as well as any other measure required by the Competent Authority.

12. SAFETY COMMUNICATIONS

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

• Operational Documentation and Notices

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

• Emergency Orders

• Temporary Operational Instruction (TOI)

• Safety Alert

• Work Permit Scheme

• Airline Bulletins




13. SAFETY TRAINING & EDUCATION

Cornwall Airport Newquay has a duty to operate a safe aerodrome, and therefore takes on a responsibility to ensure those who work on the aerodrome understand the risks and hazards involved. Training & Education is split into two distinct parts, although there is some overlap in certain circumstances i.e. safety inductions for all new staff be they employed directly by Cornwall Airport Newquay or by Third Party Company.

13.1 Cornwall Airport Newquay Staff

The training and education of Cornwall Airport Newquay staff is supported by Competency Frameworks in place throughout all operational areas (Airport Rescue &

Firefighting Service, Airfield Operations, and Engineering). The competency frameworks include not only basic safety training, but also specific training relating to individual roles.

The company training policy is planned in accordance with EASA ADR.OR.D.017 (OPS) and ADR.OR.B.010 (RFFS). The policy ensures employees achieving a minimum 80% pass mark on written examinations with a minimum of 10 questions.

Employees will have access to an appeals process where they have been unable to meet the minimum standards. This would be carried out by the relevant key post holder.

The company will also assess non-operational roles (i.e. management positions) to ensure that suitable and qualified persons are employed in safety critical roles.

In operational areas where competency assessment cannot be readily achieved due to the unavailability of assessors, the company may adopt a system of proxy assessors as follows:

An Airport Proxy Assessor may be appointed to assist the airport assessor team in checking the competence of airport staff. This activity will be restricted to a single skill-set and subject to the incumbent meeting the following conditions:

a. They must be a qualified trainer of at least supervisor level.

b. They have proven practical experience in the skill-set.

c. They can prove to have the specialist knowledge required to advise and

assess.

d. They have been assessed as competent to carry out this function by an

overseer member of the airport assessor team who also specialises in the

relative skill-set.

All assessments made by the proxy assessor must be documented in accordance with airport standard procedures and presented to the overseer assessor for review.




13.2 Third Party Company Staff

The training and education of third party Company staff is the responsibility of the Company itself, but is supported by Cornwall Airport Newquay where possible. As stated above, there are certain elements where Cornwall Airport Newquay dictates requirements; examples being Airside Driver Training and Airside Safety Induction Training. The main way in which training and education is monitored by Cornwall Airport Newquay is through the use of an audit system, as outlined in Part B Section 9 of this document.

This ensures that each third party company reaches certain generic standards relating to safety, allowing Cornwall Airport Newquay to be confident that said company is safe to operate on the Cornwall Airport Newquay site. In addition, safety targets are contained in the Service Level Agreements applicable to key airside operating Companies.

13.3 External Groups

To ensure that a wider industry perspective is taken into consideration, Cornwall Airport Newquay maintains involvement in a variety of external groups focussed on operational safety. A valuable exchange of safety information and learning is achieved through these groups and contributes to further improvements to policies and procedures at Newquay. A selection of these groups includes:

• Airport Operators Association – Annual Conference, Security, Operations and Safety Group and Rescue & Firefighting Working Group

• UK Bird Strike Committee

• South West Regional Safety Group

• Regional Airport Business Association

• Airport Fire Officers Association

• Air Prox Board, South West ATC/Air Space 121 Committee




PART C - PARTICULARS OF AERODROME SITE NOTE: Information in this Section must not be used for operational of flight planning purposes. For the latest information please check NATS AIS information and NOTAMS




1. LOCATION AND ELEVATION

Aerodrome Reference Point Lat. 50 26’ 26.79” N

(Mid-point Runway 12/30) Long. 004 59’ 43.35” W

Aerodrome Elevation 390ft.

2. INS CHECKPOINTS

In Approach/Take-off areas

Obstacle ID/ Designation

Obstacle Type

Obstacle Position Elevation/Height Obstruction Lighting Type/Colour

Remarks

1 2 3 4 5 6

(EGHQ4385) 12/APPROACH 30/TAKE-OFF

Fence 502651.99 0050058.47W

312 FT No


Hedge 502607.60N 0045838.35W

408 FT No


Tree 502607.33N 0045837.07W

411 FT No


Tree 502606.49N 0045833.76W

417 FT No


Vehicles on road

502603.01N 0045831.63W

405 FT No


LOC 30 502600.97N 0045834.82W

413 FT No


Bush 502303.00N 0045102.32W

932 FT No


Mast 502255.52N 0044934.63W

1286 FT

302 FT

No


Spoil Heap 502221.03N 0044913.95W

1094 FT

No

In circling area and at aerodrome


Obstacle Type Obstacle Position Elevation/Height Obstruction Lighting Type/Colour

Remarks

1 2 3 4 5 6

(EGHQ4358) Wind Turbine 502853.76N 0045148.00W

978 FT

No

(EGHQ1146) Mast 502828.15N 0045956.29W

526 FT

Yes Red


830 FT

Yes Red


842 FT

Yes Red




In circling area and at aerodrome


Obstacle Type Obstacle Position Elevation/Height Obstruction Lighting Type/Colour

Remarks

1 2 3 4 5 6


480 FT

No

(EGHQ2319) Mast 502647.57N 0045611.04W

464 FT

No

(EGHQ2631) Floodlights 502622.26N 0045958.49W

403 FT

Yes Red


837 FT

Yes Red

(EGHQ2339) Mast 502405.66N 0045908.90W

457 FT

No

(EGHQ2380) Spoil Heap 502317.30N 0045043.70W

908 FT

No

(EGHQ2103) Pylon 502314.95N 0045534.70W

823 FT

No

(EGHQ1193) Spoil Heap 502301.47N 0044936.47W

1045 FT

No

(EGHQ2118) Terrain 502255.32N 0045219.91W

847 FT

No

(EGHQ4341) Chimneys 502242.52N 0045331.58W

870 FT

Yes Red

3.2 Taxiway Width, Surface & Strength

Taxiway ALPHA W OF BRAVO: 23m/ Asphalt/54/F/B/W/T *Taxiway ALPHA E OF BRAVO: 23m/Asphalt/43/F/B/W/T Taxiway BRAVO: 23m/ Asphalt/41/F/B/W/T Taxiway CHARLIE: 23m/ Asphalt/36/F/B/W/T Taxiway ECHO: 23m/ Asphalt/23/F/C/X/T **Taxiway DELTA 23m/Asphalt/104/F/B/W/T **Taxiway HOTEL 18m/Asphalt/117/F/A/W/T

*See also CAL/AOM/S002 – Safety Case EASA Certification Special Conditions. **operating restrictions apply for the use of Taxiway Delta and Hotel. See CAL/AOM/DAAD/005 – Delta and Hotel Taxiway Operations

3.3 Aircraft Stand Provision

Alpha Apron

Given its proximity to the terminal building and aviation security critical part the Alpha Apron is the primary designated area for commercial aircraft parking at NQY. The Alpha Apron consists of four stands designed to Code C aircraft specification. These stands are defined as 20, 21, 22 and 23. Additional stands are available to the east and west of the Alpha Apron and are defined as 17, 18, 24 and 25.

Stand 19: specific operator only under third party supervision

A mixture of nose in and self-manoeuvre parking arrangements is permitted ensuring suitable wing tip clearance is maintained between stands. Particular attention must be drawn to the stand planning process when stands 21A or 23A are in use as these




stands are specifically designed for B737-800 aircraft use. It would be standard operating procedure for jet operations to adopt a nose-in parking strategy. Unforeseen operational circumstances (e.g. staff sickness, weather, equipment failure etc.) may dictate that a contingency plan for self-manoeuvre will be adopted with the approval of the Airside Manager. ATC and the air crew will be advised should this contingency plan be initiated.

GA Park

• Permitted for use for Aircraft MTOW <3000kgs

• Daylight operations only unless by special instruction

• Refuelling permitted

• A dedicated walkway with appropriate signage are in situ to protect passengers and crew access and egress the General Aviation Park

• Aerodrome vehicles parked within the ATC garage must be reversed in to position to ensure the safety of passengers and crew accessing the General Aviation Park is not compromised.

Echo Apron

• Permitted for use for aircraft up to CODE E.

• For aircraft classified as > CODE C (MTOW 80t) they must be shut down on the Echo taxi lane and towed to stand.

• Refuelling permitted.

• All aircraft must be chocked to comply with the licence variation.

• Restrictions may apply during Winter Operations.

Aircraft Parking and refuelling in other areas such as Hotel and Golf Aprons are subject to local restrictions by the apron management services provider.

Aircraft parking for non-standard aircraft types will be subject to the express permission of AM in consultation with ATC. An appropriate risk assessment shall be issued with applicable TOI to all airside users to cover such eventualities.

3.4 Stand Design & Layout

3.4.1 Stand Allocation

Aircraft parking at NQY shall be coordinated by the Airside Manager. The duty airside coordinator shall ensure the allocated stand is suitable for the aircraft type and make any operational changes on the day as required. ATC will be advised of all changes.

3.4.2 Aircraft Parking

The apron services management provider is responsible for ensuring that a stand is safe for use prior to any aircraft movement.

Stands must be left in a safe condition including the removal and safe stowage of aircraft chocks

94 CAL/MD/A001 Cornwall Airport Newquay Aerodrome Manual Version 1

Not valid after 31/01/2021 – Uncontrolled when printed/downloaded


4. AERODROME CHARTS AND MAPS

4.1 Location of Aerodrome from the nearest towns




4.2 Aerodrome Chart (for the latest version please refer to NATS AIP/EGHQ)




4.3 Aerodrome Parking / Docking Chart




4.4 Aerodrome Operational Boundary / Access points




5. VISUAL CHARACTERISTICS

This section describes the physical characteristics of the Visual Aids provided at Cornwall Airport Newquay.

5.1 General

• All visual aids will comply with the requirements of ICAO Annex 14, EASA AMC/GM and CAP637.

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

• All visual aids are subject to inspection for damage, deterioration and serviceability requirements as described in the AGL Procedures Manual.

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

• The failure of any visual aid will be promulgated by NOTAM, ATIS, and RTF as appropriate.

• CAA approved temporary visual aids may be used if required

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

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

6. SIGNALS

• There is no signals area.

• There are 3 illuminated wind sleeves, visible from the runway thresholds.

• Marshalling signals provided will comply with Rule 62 of the Rules of the Air Regulations.

7. SURFACE MARKINGS

• Painted surface markings are provided on the Runway and Taxiways in accordance with CS ADR-DSN, Book 1, Chapter L.

• Surface markings for stand entry guidance markings include a yellow painted stand number with arrow indicating the extended stand centreline. The stand centreline itself is painted yellow.

• Temporary marking of closed aircraft movement areas is achieved by the use of 5m long mobile barriers with red and white retro reflective panels which are lit with red obstacle lights during periods of reduced visibility.

7.1 Airfield Work In Progress

Appropriate consideration shall be given to demarcate WIP areas as part of the work permit application process




8. SIGNS

Illuminated Runway Mandatory Holding Positions are located at each runway link. Illuminated Taxiway information and Mandatory signs are provided at taxiway intersections and holding positions along taxiways excluding Taxiway Delta and Hotel where a special condition is issued.

See also CAL/AOM/S003 – Safety Case EASA Certification Special Conditions

CAL/AOM/DAAD/005 – Delta and Hotel Taxiway Operations

9. AERONAUTICAL GROUND LIGHTING (AGL)

9.1 General

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

Cornwall Airport Newquay is licensed to operate in Category IIIB weather conditions on Runway 30.

9.1.1 Provision of Lighting – Runways

RWY Approach lighting Type/ Length/ Intensity

Threshold lighting Colour/ Wing bars

VASIS/ MEHT/ PAPI

TDZ lighting Length

Runway Centre Line lighting Length/ Spacing/ Colour/ Intensity

Runway edge lighting Length/ Spacing/ Colour/ Intensity

Runway end lighting Colour/ Wing bars

Stopway lighting Length/ Colour

Remarks

1 2 3 4 5 6 7 8 9 10

12 817 m Light intensity high.

Uni-directional HI Green HI Green wingbars

PAPI Left/3° 58 ft

Full length 15 m spacing Colour coded HI

Elev HI bi-directional Colour coded with LI omni- directional component 60 m spacing

Elev HI uni- directional

Approach Lighting: Centre-line with five crossbars

PAPI dist. from THR: 313 m

30 847 m Light intensity high.

Uni-directional HI Green HI Green elev wingbars

PAPI Left/3° 51 ft

900 M Full length 15 m spacing Colour coded HI

Elev HI bi-directional Colour coded with LI omni- directional component 60 m spacing

Elev HI uni- directional

Approach Lighting: Coded centre-line with five crossbars Supplementary lighting inner 275 m

PAPI dist from THR: 384 m

9.1.2 Provision of Lighting – Taxiways and Aprons

Taxiway Lighting conforms to the requirements of EASA CS ADR-DSN.M.710 excluding Taxiway Delta and Hotel where a special condition is issued.

See also CAL/AOM/S003 – Safety Case EASA Certification Special Conditions CAL/AOM/DAAD/005 – Delta and Hotel Taxiway Operations CAL/AOM/DAAD/004 – Echo Apron Secondary Power supply

9.1.3 Provision of Lighting – Obstructions

Airport Engineering maintains a comprehensive record of obstacle lighting locations. Obstacles off the Airfield that require red obstacle lighting are the responsibility of the owner of the obstacle. Airport Engineering is responsible for the provision of Obstacle lighting on the airfield, including temporary portable lights.




PART D

PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED TO THE AERONAUTICAL INFORMATION SERVICE




COMPANY DETAILS

1.1 Name and Address of Aerodrome

Cornwall Airport Newquay St. Mawgan, Newquay, Cornwall TR8 4RQ

1.2 Name and Address of Accountable Manager

Andy Ormshaw Accountable Manager Cornwall Airport Limited, Cornwall Airport Newquay St. Mawgan Newquay Cornwall TR8 4RQ

1. GEOGRAPHICAL COORDINATES OF AERODROME REFERENCE POINT

WGS84 Runway Mid-Point Lat: 50 26’ 26.79” N

(ARP) Long.: 004 59’ 43.35” W

2. AERODROME ELEVATION AND GEOID UNDULATION

3.1 Elevation of Each Threshold and Geoid Undulation

• 30 Threshold: 385.34 ft

• 12 Threshold: 306.46 ft.

3.2 Elevation of the Runway ends

• 30 Start of TORA (Start of Pavement) 390.09ft

• 30 Threshold (Start of LDA) 385.34ft

• 12 Threshold (Start of TORA and LDA) 306.46ft

3.3 Significant High and Low Points along the Runway

Highest point 30 Start of TORA (Start of Pavement) 390.09ft Lowest Point 12 Threshold (Start of TORA and LDA) 306.46ft

No other significant high or low points, continuous slope down from 30TH to 12TH

3.4 Aerodrome Reference Temperature

The aerodrome reference temperature is 18°C

4. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS

Cornwall Airport Limited, Cornwall Airport Newquay St. Mawgan Newquay Cornwall TR8 4RQ Tel: 01637 860 600




5. AERODROME DIMENSIONS

5.1 Runways

Designations Runway Number

True Bearing

Dimension of Runway (m)

Strength (PCN) and surface or Runway and Stopway

Threshold Co-ordinates

Threshold elevation

One two 120.51 2744 x 45 62/F/B/W/T 50.26.09.16N 004.58.56.57W

306ft

Three zero 300.54 2744 x 45 62/F/B/W/T 50 26 04.23N 005 00 43.25W

385ft

5.1.1 Slope

Overall Runway Profile slope variance 1.17% with a maximum slope variance of 1.30% located 1200 metres from the start of RWY 30 TORA.

Runway 12 1st quarter maximum slope variance 0.87% Runway 30 1st quarter maximum slope variance 0.85%

See also 5.4

5.1.2 Surface Type

Grooved Marshall Asphalt

5.1.3 Type of Runway and Precision Approach Runway

The Aerodrome Reference Classification Code for NQY is 4E. Runway one two / three zero has a strip width of 150m either side of the runway centreline, meeting the regulatory requirement for the 150m strip width on a Code 4E runway.




5.1.4 Length, Width and Surface Types

A Runway Strip suitable for a code 4E instrument runway is provided in accordance with EASA CS ADR-DSN.B.150 to CS ADR-DSN.B.175 inclusive. Runway 30 has a displaced threshold.

5.1.5 Runway End Safety Areas

There are 240m RESA at both ends of runway one two and runway three zero.

5.1.6 Stopways

No stopways are provided

5.1.7 Clearway Length and Ground Profile

• Runway one two 300m

• Runway three zero 300m

• Overall Ground Profile does not exceed 0.93%

5.2 Taxiways

Various taxiways are provided for use as described below. The taxiways are constructed of asphalt.

5.2.1 Length, Width and Surface Type of Taxiways

Taxiway Width Code PCN Strength Surface

ALPHA 18m C (west of Bravo

Stands 19-25) 54/F/B/W/T Asphalt

ALPHA 23m D (east of Bravo) 43/F/B/W/T Asphalt

BRAVO 23m D 41/F/B/W/T Asphalt

CHARLIE 23m D (South of Alpha) 36/F/B/W/T Asphalt

CHARLIE 10.5m B (North of Alpha) 36/F/B/W/T Asphalt

DELTA 23m D 104/F/B/W/T Asphalt

ECHO 23m D 23/F/C/X/T Asphalt

HOTEL 18m C 117/F/A/W/T Asphalt

5.3 Aprons Surface Type and Aircraft Stands

The Alpha and Echo apron (provides a stand design combining certification requirements with flexibility and efficient use of space through a multiple use concept, although weather conditions or aircraft size may require different parking requirements.

Alpha Apron the surface is concrete/brick pavers with a bearing strength of 53/F/B/W/T

Echo Apron the surface is concrete with a bearing strength of 38/R/C/W/T

5.4 EASA Certification Special Conditions

Three special conditions are issued with the EASA Aerodrome Certificate Special Condition 1 Alpha Taxiway (slope variance 700m) Special Condition 2 Echo Apron (slope variance 2.14%) Special Condition 3 Longitudinal slopes of runways and sight distance

See also CAL/AOM/S002 – Safety Case EASA Certification Special Conditions for further operational detail and procedures




5.5 Deviation and Action Documents (DAAD)

1 Hold point Alpha 2 and 3 – Bravo 2 – Charlie 2 2 ECHO Apron Lighting Secondary power supply 3 Delta and Hotel Taxiway operations

Last updated 16.01.2019




6. VISUALS AIDS FOR APPROACH

6.1 Basic Requirements

Aeronautical ground lighting provides pilots with location, orientation and alignment information in adverse visibility conditions and at night. NQY is certificated to operate both day and night.

The senior airfield engineer is responsible for the provision of lighting requirements and the table below indicate the current arrangements.

Runway Approach lighting

Type

Length

Intensity

Threshold Lighting

Colour

Wing bars

PAPI

VASIS

Angle

Distance from THR

(MEHT)

TDZ Lighting Length

Runway Centreline lighting

Length

Spacing

Colour

Intensity

Runway edge lighting

Length

Spacing

Colour

Intensity

Runway end lighting Length

Colour

Wing bars

1 2 3 4 5 6 7 8

12 Coded centreline 5crossbars 817m

HI

Unidirectional

HI Green

HI wing bars

3° LHS

335m

(55ft)

Colour Coded

15m spacing

HI

Elevated HI Bi-directional with LI Omni-directional component. Yellow caution zone.

Red

30 Coded centreline 5 crossbars 847m

HI

Supplementary lighting inner

275m

Unidirectional

HI Green

HI wing bars

3° LHS

340m

(55ft)

900m Colour Coded

15m spacing

HI

Elevated HI Bi directional with LI Omni-directional component. Yellow caution zone.

Red

Full descriptions are shown below in the subsequent paragraphs 2-4

• The AGL is subject to an on-going inspection and maintenance process.

• The maintenance of the AGL is the responsibility of the senior airfield engineer.

• Runway 12 is a precision approach runway with a Category 1 Instrument Landing System (ILS).

• Runway 30 is a precision approach runway with a Category III Instrument Landing System (ILS).

• Both runways have PAPI’s, runway end lights and edge lighting.

• The taxiway system is equipped with Green centreline lighting to taxiway Alpha, Bravo, Charlie (South of taxiway Alpha) and Echo. Taxiway Delta and Hotel has green cats eyes installed as part of the EASA certificate special condition.

• The Alpha and Echo Aprons has blue edge lighting delineating their extent.

• ATC will display the lighting provided in accordance with the time of day and the prevailing weather conditions.




• Incoming electrical supply is fed from the National Grid into the Airport’s Sub-Stations.

• Standby power is provided by diesel generators in the event of a mains power failure. See section 8 of this section.

6.2 Approach Lighting

Runways 12 and 30 are equipped with high intensity approach lighting.

Runway 12 High Intensity Approach System High intensity distance coded approach lighting system for direction 12, includes a centreline and five crossbars extending to 817m. All approach lights are mounted on frangible supports.

Runway 30 High Intensity Approach System High intensity distance coded approach lighting system for direction 30 includes a centreline and five crossbars extending to 847m. All approach lights are mounted on frangible supports.

Runway 30 High Intensity Supplementary Approach System Supplementary approach lighting required for Category III operations on runway three zero consisting of:

• Two additional white lights on each side of the centreline light forming barrettes along the inner 300m of the approach centreline, the lights in each barrette being spaced 1.2m apart; and

• Red side row barrettes of four lights spaced 1.5m apart on each side of each centreline barrettes over the inner 270m of the approach lighting system. The lateral gauge of the barrettes is equal to that of the Touchdown Zone (TDZ) lighting.

6.3 Approach Slope Indicators

Precision approach path indicators (PAPI) are located to the left of each runway and conforming to the location of the corresponding threshold and the approach slope aiming points for the respective runway, adjacent to 12 & 30 touchdown zones and consists of 4 units containing 3 hi intensity lamps each. PAPI’s are set to give an approach angle of 3°and harmonised with the corresponding ILS glide path.

6.4 Runway and Stopway Lighting

12 / 30 Runway Edge, Threshold, Wingbar and End Lights.

Runway Edge The runway edge lighting is installed outside the defined edge of the runway and symmetrically about the runway centreline and along the edge of the runway, equally spaced at approximately 60m distances. The runway edge lights are elevated bi-directional high intensity fittings, with a low intensity Omni-directional component. White lights, except for the lights in the upwind 600m of the runway and in the area of the displaced threshold. In the final 600m of each runway direction the edge lights will be yellow to form a yellow caution zone. Lights in the displaced threshold area are to show red in the (30) approach direction as it is denoted as runway before threshold.




Threshold and Wingbar The system consists of one inset bar the full width of the runway with elevated wing bars, the threshold will show green light into the direction of landing. They are switch-able with the PAPI’s and approach lighting subject to the runway selected.

30 Threshold and Wingbar The system consists of one inset bar the full width of the runway with two inset wing bars. The threshold shows green light in the direction of landing. They shall be switch-able with the PAPI’s and approach lighting subject to the runway selected.

Runway End Lights Runway end lights are red and delineate the extremity of the runway that is available for manoeuvring – not the declared distances. The system consists of inset fittings covering the full width of each runway end. The luminaries are fitted with red filters showing red light into the landing and take-off direction to cover all movements.

Runway Centreline Lights

Runway 12 Centreline Lights White runway centreline lights are provided for take-off in RVR below 400m.

Runway 30 Centreline Lights

White runway centreline lights are provided for take-off in RVR below 400 m, and for Precision Approach Runway three zero at Category III.

They extend to 900 m from the upwind runway end, then the following 600 m shall have alternate white and red lights, and the final 300 m in all red lights.

Runway 30 Touchdown Zone

Touchdown zone barrettes symmetrically disposed either side of the runway centreline extending from the threshold for a distance of 900m.




Taxiway Lighting

Taxiway Centreline and Lead-on/Lead –off Lighting Taxiway centreline lighting is installed for taxiways Alpha, Bravo, Charlie (south of taxiway Alpha) and Echo. Lighting is installed for the lead-on and lead-off curves from Alpha at both ends of the runway and from Holds Bravo, Charlie and Echo in both the 12 and 30 directions.

The taxiway centreline lights within the ILS critical/sensitive area are fitted alternately with green and yellow filters. The lead-on/lead-off are fitted with two-lamp luminaries to permit directional lighting of the curves and interlocked with stop bar for 90m towards the runway.

Mandatory Signs

Illuminated Mandatory Signs are provided on the manoeuvring area of the aerodrome, at Runway Taxi-Holding Positions. Redundant taxiways are protected with illuminated “No Entry” signs, in order to identify by sign the location beyond which an aircraft or vehicle should not proceed unless authorised by ATC.

Mandatory Signs are not combined with Information Signs.

Information Signs

Illuminated Information signs are provided at Taxiway Locations, Taxiway Endings, Runway Location Points, Runway Vacation Points, Direction sign positions, destination signage and warning signs on Alpha Taxiway.

Stop Bars

Stop bars are installed at all active taxiway entries to the runway with the exception of Hotel 1. The system consists of one CAT I/II/III stop bar at Alpha 2, Alpha 3, Bravo 2, Charlie 2, Echo 2 (Alpha 1&4, Bravo 1, Charlie 1 and Echo 1 being visual hold points). The luminaries are inset uni-directional type with red filters. The luminaries show red to the direction approaching the runway and are installed across the full width of the taxiway.

Runway Guard Lights

Runway guard lights are installed at each entry to the runway with the exception of Hotel 1. Two units are installed, one at each side of the taxiway at the visual runway holding positions, (Alpha 1 and 3, Bravo 1, Charlie 1 and Echo 1) before entering the runway. The runway guard lights will operate permanently whilst the AGL system is energised.

The runway guard lights are a uni-directional flashing twin yellow high intensity lights.

Vehicular Traffic Control and Road Signs.

Stop Bars, Road-Holding Position Signs are installed at ‘Victor’ the runway intersection designated for use by vehicular traffic. Road traffic lights are also installed at the runway intersection. The road traffic lights are a uni-directional twin red and green high intensity light showing in the direction approaching the runway crossing; they are controlled by air traffic control.

Blue Edge Lights Blue edge luminaries / Linlaners are installed at the boundaries of the Alpha and Echo Aprons.

Apron Floodlighting Tower lighting columns are erected on the Alpha and Echo Aprons which provide lighting to illuminate the apron areas to the standards required by CS ADR-DSN.M.750.

Alpha Apron lighting is included within scope of secondary power supply




Echo Apron lighting in not included within scope of secondary. In the event of failure mobile tower lighting will be utilised to provide the appropriate lux level.

7. AERONAUTICAL GROUND LIGHTING INTENSITY SETTINGS

The intensity settings for airfield lighting units are controlled from the VCR in the control tower. AGL is displayed in accordance with the provisions of MATS Pt I, and the local Instructions for intensity settings are set out in MATS Pt II

8. SECONDARY POWER SUPPLIES

Standby power is provided by diesel generators in the event of a mains power failure. The generators will detect outside electrical supply (OES) power failure and automatically start up within the criteria specified in CS-ADR-DSN, Chapter S, and Table S-1. The generators are also backed up with a UPS supply to smooth the transition between OES to generator.

Diesel generators are positioned at the following locations:

• Air Traffic Control Tower

• ‘B1A’ centre runway one two

• ‘B1B’ centre runway three zero

• Fire Station

• Terminal Building

• Radar Cabin

In Low Visibility Procedures the standby generators will be brought on line (from fail to mains) to power the AGL and Navigational Aids in accordance with procedures detailed in MATS Pt II, Section 1, Chapter 15.9

9. FLIGHT INSPECTION OF AERONAUTICAL GROUND LIGHTING

Aeronautical Ground Lighting is subject to 2 flight inspections per annum.

This inspection may coincide with the flight inspection of radio navigation aids by a CAA SARG approved contractor.

It is the responsibility of the senior airfield engineer to arrange flight inspections as required.

10. OBSTACLE LIGHTING

The senior airfield engineer is responsible for Obstacle Lighting.

Obstacle lighting is installed on any permitted structure that penetrates the runway and taxiway clearance planes, or other structures that by their position and significance may be a distraction to pilots.




Table 12-17: Obstacle Lighting

Obstacle lighting is either switched from the control tower or automatically switched in reduced light / visibility levels. Obstacle lighting maintenance is detailed in the AGL Procedures Manual.

11. INSPECTION AND MAINTENANCE OF VISUAL AIDS

The senior airfield engineer is responsible for the periodic inspection and maintenance of Aerodrome Visual Aids in accordance with procedures detailed in the AGL Procedures Manual.

Aerodrome Obstacles Type

ATC Tower Permanent LED low intensity

12 ILS Localiser Aerial Permanent LED low intensity

12 ILS Glidepath Aerial Permanent LED low intensity

30 ILS Localiser Aerial Permanent LED low intensity

30 ILS Glidepath Aerial Permanent LED low intensity

VDF Aerial Permanent LED low intensity

NDB/DME Aerial Permanent LED low intensity

Transmitter mast Permanent LED low intensity

Receiver Mast Permanent LED low intensity

Radar Tower Permanent LED low intensity

12/30 Anemometer masts Mid field Anemometer mast

Permanent LED low intensity

Apron Tower Masts Permanent LED low intensity




12. AERODROME SIGNAL, SIGNS AND MARKINGS

12.1 General

a) Aerodrome signals, signs and markings provide visual guidance to pilots approaching the airfield and manoeuvring on runway, taxiway and apron surfaces. All signals, signs and markings should meet the requirements of CS-ADR-DSN excluding Taxiway Delta and Hotel.

See also CAL/AOM/S002 – Safety Case EASA Certification Special Conditions

12.2 Light Signals

a) Air Traffic Control has a signal lamp capable of producing red, white and green lights to make all signals specified in the “Rules of the Air” as appropriate.

12.3 Temporary Obstruction Markings

a) The MoATS or appointed deputy in conjunction with OCSM is responsible for locating and marking temporary obstructions and “bad ground” on the manoeuvring area.

b) The Airside Manager is responsible for locating and marking obstructions and “bad ground” on the apron area.

c) Obstructions and “bad ground” will be marked with:

• Red and White type B marker boards or type C marker flags

Where a runway threshold is temporarily displaced, the new threshold location will be indicated by the use of

• Black and White Threshold Marker Boards

12.4 Taxi Guidance Signs

Access to Runway one two/three zero from all taxiway routes are identified by a series of ground mounted signs in accordance with CS_ADR-DSN. Signs are located at points adjacent to taxiways and beyond which an aircraft or vehicle should not proceed, unless they have been authorised to do so by ATC. Taxiway / runway “Hold” markings are also located at these points.

12.5 Runway Markings

Markings on Runway one two/three zero are provided in accordance with CS ADR-DSN, Book 1, and Chapter L. The markings on runway one two/three zero are as follows:

• Runway centreline

• Runway edge

• Permanent displaced Thresholds (RWY30 only)

• Numerals

• Aiming Point and touchdown zone

12.6 Taxiway Markings

Painted taxiway markings are provided for all centrelines with the relevant holding point marking compliant with CS-ADR-DSN.L.555.




12.7 Apron/Stand Markings

Taxiway Alpha and Echo has yellow or white markings leading on to all apron stands as per guidance detailed in CAP637 guidance.

12.8 Road Signs and Markings

Wherever possible and appropriate, road signs and markings on aerodrome movement areas comply with The Traffic Sign Regulations and General Directions 2002.

12.9 Windsleeves

There are three illuminated windsleeves. These are located 300metres from each threshold with the third located towards the midpoint of the runway.

13. NAVAIDS

Instrument Landing Systems (ILS) are provided for Runway 30 (CAT IIIB) and 12 (CAT I). A MF Non-Directional Beacon (NDB) is located on the north side of the runway adjacent to the ARP. Terminal Distance Measuring Equipment (DME) is located on the north side of the runway and is calibrated to give a zero reading at the threshold of the selected runway.

13.1 Location and Radio Frequency of VOR Aerodrome Checkpoints

Not Applicable

14. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES

All aircraft taxiing are only permitted under strict guidance from ATC

15. PAVEMENT SURFACE TYPE & BEARING STRENGTH

The Pavement Classification Numbers (PCNs) for runways, taxiways and aprons are given in Part C of this manual.

16. PRE‐FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED

Cornwall Airport Newquay currently has no established pre-flight altimeter check locations.

17. RUNWAY & RUNWAY INTERSECTION DECLARED DISTANCES

Runway and Runway Intersection Declared Distances are published in Part C 3.1.1 of this manual.




18. PROCEDURES FOR REDUCING RUNWAY DECLARED DISTANCES

18.1 Actions by LSACL and Safety considerations

The Duty Air Traffic Controller (“Duty ATCO”) is responsible in an emergency for the calculation of reduced runway declared distances. The calculations must be checked by a second competent person before any operations on reduced declared distances are permitted.

The decision to reduce the declared distances must be approved by the On Call Senior Manager with the calculations carried out by a competent person.

A summary of actions to be taken in considering operations with reduced declared distances is given below.

If the runway in use is temporarily obstructed, the immediate action by the Duty ATCO is to close it. The Duty ATCO, liaising with the On Call Senior Manager as necessary, will then make an assessment of the obstruction and its likely impact and may issue a NOTAM indicating the nature of the problem and likely duration. It is not safe to assume that all inbound aircraft will have had access to the NOTAM and ATC will also pass information to Pilots regarding the obstruction by R/T.

A preliminary examination should show whether the obstruction can be moved within a timescale which does not significantly affect flight operations. If it is likely to take longer, the Duty ATCO will consider reducing the runway declared distances.

As a first step, it is necessary to establish the precise location of the obstruction. Measurements (in metres) should be taken from the runway threshold and the runway end, and from the runway centreline, to the nearest part of the obstruction, if necessary the spacing of the runway edge lights (60m) may be used. The height of the obstruction should also be measured (in metres) - however, it may be necessary to measure the height in more than one place if the obstruction is large, e.g. an A319 aircraft, and should safeguarding slopes be affected.

Once the location is established it should be plotted on the Aerodrome Plan. Reference can be made to the existing declared distances, however, to all intents and purposes; a new runway configuration is being calculated.

It is then possible to determine whether any useful runway distances remain. Wind direction will have a major impact upon the choice of take-off and landing direction. If possible, landing of aircraft over an obstruction will be avoided since this involves marking and even lighting a temporary displaced threshold and the non-availability of approach lighting.

Where the runway length available is less than declared in the AIP, it is essential that:

• When the landing distance for an instrument runway is amended, the CAA shall be consulted in order to determine whether consequential amendments are necessary to the instrument approach procedure.

• the potential hazards (see below) before, during and on ceasing operations with reduced runway length available and/or WIP are identified and mitigated as necessary in order to assure the safety of operations;

• A revised runway strip, runway end safety areas (RESAs) and obstacle limitation surfaces, such as the approach and take-off climb surfaces, must be implemented as necessary:

• A safety zone is established between that area of the runway that is to be used by aircraft and the Work in Progress (WIP) or unusable runway (see later sections on recalculation of declared distances below);




• Markings are provided to indicate clearly the extent of the safety zone, the WIP area and any movement area or roadways that are to be used by persons involved in the WIP and not to be used by aircraft;

• The presence, activities and movement on or around a runway or taxiway of contracted staff, who may not be familiar with the aerodrome and aviation practices as expected, are properly managed and controlled;

• The impact on the ability of the rescue & firefighting and emergency services to perform their functions is considered and addressed;

• All operational information is correct, available and promulgated in a timely manner to all relevant parties;

• Roles and responsibilities for operations and tasks associated with the reduction the runway length available are clearly understood and complied with;

• Wherever practicable, the suitability of the procedure will be tested prior to implementation.

Hazards may include inappropriate or potentially misleading display of visual aids; inappropriate or misleading availability of navigational aids; adverse environmental impact; risks resulting from adverse or unusual meteorological conditions; and restricted obstacle clearance and wingtip separation distances. In addition hazards associated with the interaction of jet-blast must be considered.

18.2 Use of Runway if the Obstruction is to the Side

If the obstruction is:-

Within a distance of 75 m measured at right angles from the runway centreline The runway cannot be used unless declared distances are reduced as the obstruction is within the visual strip.

Outside 75 m but within 105 m The runway may be used as a visual strip for take-offs provided the position and height of the obstruction is subject of a NOTAM.

Outside 105m but within 150 m The runway may be used as an instrument runway provided that there is no penetration of the Obstacle Free Zone (OFZ) including approach and balked landing surfaces. The Senior Airfield Engineer must confirm that there is no degradation of the ILS. A NOTAM must be issued giving the height and position of the obstruction.

Outside 150 m - full strip width

Unrestricted use, unless there is a penetration of the transitional surface but Obstacle Clearance Limits (OCLS) should be checked and the Senior Airfield Engineer consulted as CAT 1 operations could be affected if the obstruction penetrates the OFZ. A NOTAM may also be required.

18.3 Calculation of Reduced Declared Distances when the Runway is blocked or the Obstructions are within 75 m of the Runway Centreline

LDA The runway end is determined by measuring from the threshold up to the obstruction and subtracting 300m. In practical terms this takes into account 60 m for strip end plus a further 240 m for the RESA. If aircraft are required to land over an obstruction the position of the threshold for an instrument runway is established by measuring a slope of 1:50 from the highest point of obstruction down to a point on the runway centreline. A further 60 m (strip end) is added and this establishes the position of the temporary threshold. In the case of landing over an obstruction or if any runway threshold has to be displaced as an emergency it can be said that the runway would cease to be an instrument runway - a




slope of 1:40 can be used instead of 1:50. However, the choice of slope, i.e. 1:50 or 1:40 is left to the discretion of the Duty ATCO, liaising with the On Call Senior Manager, depending upon the other factors at the time. Approach aids for that runway e.g. ILS and PAPIs are to be turned off.

TORA – taking off away from the obstruction When taking off away from the obstruction, a suitable zone for jet blast may have to be allowed for between the obstruction and the start of the new take-off run. Recommended distances are 50m for a DHC8, 100m for jets up to E195, 250m for B737/A319/A320 and 400m for larger jets.

TORA – taking off towards the obstruction To determine the end of the TORA the height of the obstruction is measured and a slope of 1:50 measured back on to the runway centreline. If this point is 300m or more from the obstruction (i.e. the obstruction is 6m or higher) then this point will become the new end of TORA. If less than 300m then the end of the TORA shall be 300m from the obstruction. Note: Part or all of the RESA may fit under the 1:50 slope, increasing the TORA – but the minimum distance between the obstruction and the end of TORA must not be less than 300m.

ASDA and TODA If taking off away from the obstacle the conditions at the end of the original runway declared distances (e.g. extent of clearway) are unchanged, therefore ASDA and TODA are reduced by the same amount as TORA.

19. CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT

The Aerodrome Coordinator for the removal of disabled aircraft at Cornwall Airport Newquay is the On-Call Senior Manager. The OCSM can be contacted on 01637 861322. Procedures relating to disabled aircraft removal are contained in the Aerodrome Emergency Orders.

20. AIRPORT RESCUE AND FIREFIGHTING SERVICE

20.1 Availability and Scope

The RFFS are based in a four bay fire station situated to the North side of Taxiway Alpha. The location of the fire station enables response times to be met to all parts of the aerodrome where aircraft movements take place.

The principal objective of rescue and firefighting services is to save lives in the event of an aircraft accident or incident occurring at, or in the immediate surroundings of, the aerodrome. The rescue and firefighting service is provided to create and maintain survivable conditions, to provide egress routes for occupants, and to initiate the rescue of those occupants unable to make their escape without direct aid.

20.2 Communication and Alerting Systems

The monitoring of aircraft movements and the movement area for the purposes of alerting the RFFS is carried out by Air Traffic Control. The fire station is equipped with a crash




alarm which can be activated by Air Traffic Control or locally within the fire station. Full details of the methods for alerting personnel who are required to respond in an emergency can be found in the Airport Emergency Orders.

To enable effective communications, the RFFS are equipped with the following radio frequencies:

UHF Channel 1 Ground Movement Control Channel 2 ATC and RFFS only Channel 3 RFFS Breathing Apparatus Communications Channel 4 Airport Security Channel 5 Airside Services Channel 6 Passenger Services

VHF Channel 121.6 RFFS to Aircraft Ground Frequency

UHF Channel 1 and 2 are recorded.

The Incident Commander is also equipped with an AIRWAVE Radio handset to provide communications with Cornwall Fire and Rescue Service.

The operational appliances are equipped with a mobile telephone. The purpose of this mobile phone is to enable communications with ATC in the event of radio failure, or in areas regarded as Black Spots for radio transmission.

To compliment the primary alerting method and to reduce response times when fire crews are off-station, all operational personnel carry a pager that is activated by ATC in the event of an emergency.

The maintenance of portable and fixed radios is undertaken by Airfield Engineering (ATE). A planned preventative maintenance schedule ensures that all radios are serviced and maintained on an annual basis. Records are held by ATE. Defective equipment is processed and repaired on a priority basis thus ensuring that radio equipment used for operational/emergency use is repaired promptly.




20.3 RFFS Level of Protection

The SAFO is responsible for the provision of the RFFS and first response medical services as well as ensuring a satisfactory standard of training and equipment. Fire service watch officers are each allocated references to assist the SAFO in achieving the safe management of the RFFS.

Overall control of the RFFS is vested in the SAFO and whose personnel comprise of: -

2 x Station Managers 3 x Watch Managers 3 x Crew Managers 19 x Airport Fire-fighters

Cornwall Airport Newquay (NQY) operates to RFFS category 6, which is derived from the types and frequency of aircraft utilising the airport.

Aerodrome Category for Rescue and Firefighting

Aerodrome category (1) Aeroplane overall length (2) Maximum fuselage width (3)

1 0m up to but not including 9m 2m










Table 1

The rescue and firefighting level of protection provided is appropriate to the aerodrome category determined using the principles in Table 1 above (taken from EASA AMC2 ADR.OPS.B.010 (a)(2)) except that where the number of movements (landing or take-off) of the aeroplanes performing passenger transportation in the highest category, normally using the aerodrome, is less than 700 in the busiest consecutive three months, the level of protection provided in accordance with Table 1 above may be reduced by no more than one category below the determined one. Therefore, Cornwall Airport Newquay will accept category 7 movements providing RFFS category 6 level of protection under the principles of remission as approved by the Civil Aviation Authority, approval reference number E15141.

RFFS services at NQY are organised to ensure rapid deployment of facilities to maximum effect in the event of an accident/incident within the response time requirements in accordance with ADR.OPS.B.010.




The level of protection required for all non-passenger carrying flights, irrespective of the number of movements, is based on risk and shall be reduced in accordance with Table 2 (below) of EASA AMC4 ADR.OPS.B.010 (a) (2).

Aerodrome Category RFFS Level of Protection Required

1 1

2 2

3 3

4 4

5 5

6 5

7 6

8 6

9 7

10 7

Table 2

The level of RFFS protection available at the aerodrome shall remain the same during promulgated opening hours (including any extension for scheduled passenger aircraft) as documented in the aeronautical information publication with the exception of a reduced RFFS category declared by the RFFS Incident Commander as part of a response to an emergency.

The RFFS has developed contingency plans to limit the need for depletion of the promulgated level of services. This involves the provision of a reserve appliance and a preventive maintenance plan to ensure the mechanical efficiency of equipment and vehicles. Arrangements are in place to provide cover for unplanned leave and absence of the minimum level of RFFS personnel including supervisory level.

There may be circumstances when part of the RFFS facility is temporarily unavailable due to an unforeseen circumstance e.g. an in-service mechanical failure of a piece of equipment or sudden illness of a member of staff. Immediate action will be taken to reinstate facilities and any change in the level of protection available shall be expressed in terms of the new category of the RFFS available at the aerodrome.

In the event of depletion in the level of RFFS protection available, the Duty RFFS Supervisor shall notify the ATCO of the new category of RFFS available at the aerodrome immediately it occurs. This enables the appropriate air traffic service units and aeronautical information units to provide the necessary information to arriving and departing aircraft.

The change in the level of protection should be expressed in terms of the new category of RFFS available at the aerodrome. When such a change has been corrected the above units shall be advised accordingly. Notification should be by radio and NOTAM.

For emergency landings and occasions when in the pilot’s-in command opinion, a diversion or hold may create a more significant hazard, operation of aeroplanes whose required category is higher than the level of protection provided by the aerodrome should be permitted regardless of the rescue and firefighting level of protection available.

The procedure for determining the provision of higher category movements (CAT 8 or above) can be found in Airport Rescue & Firefighting Standard Operating Procedures (SOP). Any operators requiring a higher category should request with a minimum of 24 hours’ notice.




20.4 Number of RFFS Vehicles and Rescue Equipment

The extinguishing media, rescue equipment and personnel required for Category 6 as defined in ADR.OPS.B.010 are carried on the following appliances:-

a) Rosenbauer Panther 6x6 Major Foam Tender b) Rosenbauer Panther 6x6 Major Foam Tender c) Rosenbauer Panther 6x6 Major Foam Tender d) Peugeot Boxer ) (Incident Commander) e) Mitsubishi Shogun (4x4) (Bird Control Unit) f) Mitsubishi L200 (4x4) (Utility Vehicle)

N.B. The combined seating capacity of a) and b) is 12.

Minimum staffing levels for RFFS categories are detailed in Table 3 below.

RFFS Category

RFFS Supervisors

RFFS Crew Commanders

RFFS Firefighters

Total Staff Level

Foam Producing Appliances

4 1 0 4 5 1

5 1 1 4 6 2

6 1 1 5 7 2

7 1 1 5 (6)* 7 (8)* 2

8 1 2 7 10 3

* Number bracketed indicates level of staff required for non-remission movements

Table 3

The staffing of appliances has been agreed with Cornwall Fire & Rescue Service and the local Resilience Forum by way of a Task & Resource Analysis.

All RFFS vehicles are subject to a scheduled maintenance programme that is recorded on the Redkite EMS system. The Panther appliances are serviced by Angloco Ltd at 6 monthly and 12 monthly intervals that includes an annual foam test.

Levels of Supervision

The Duty RFFS Supervisor is to hold a Certificate of Competence as a Supervisor. In addition, Supervisory officers qualified to Supervisor / Crew Manager will be available to provide the minimum level of supervision for the aerodrome category.

Rescue Equipment

The scale of rescue equipment provided for use by the fire service is detailed in Task & Resource Analysis and reviewed annually as part of the Rescue Equipment Assessment.

Medical equipment to the scale appropriate to an aircraft using the aerodrome as determined by an assessment conducted by SWAST is carried within the Emergency Response Trailer.




Inspection and Testing of Fire Service Equipment

All equipment will be inspected and tested in accordance with Airport Rescue & Firefighting Service Operational Procedures with specific details included in the RFFS Test and Inspection Reference Folder.

20.5 Extinguishing Agents

The quantities of extinguishing media available for use, and the amounts held in reserve, along with the discharge rates of appliances are as detailed in table 4 below.

Monitor Sideline Complementary Media

Appliance

Water (Lines)

Foam Level B (Litres)

Foam (Trg)

Discharge Rate (Litres/Min)

Discharge Rate (Litres/Min)

Dry Powder (kg)

Discharge Rate (Kg/sec)

C02

(Kg)

Panther 12,000 1,500 200 5,000 450 225 2.5 10

Panther 12,000 1,500 200 5,000 450 225 2.5 10

Panther 12,000 1,500 200 5,000 450 225 2.5 10

Table 4

Operational foam induction ratio set at 3% providing a ‘four shot’ system. Therefore, it will take four full tanks of water to expel all operational foam within Foam Tank A.

All Appliances will have 200 litres of Training Foam fitted in a separate tank (Foam Tank B) and will be used for all testing and training scenarios

A minimum of 200% reserve quantity of foam concentrate and 100% of reserve quantity of complementary agent (Dry powder), including sufficient propellant gas to utilise this reserve complementary agent shall be held at the aerodrome. Both principal and complimentary agents carried on fire vehicles in excess of the quantity identified in Table 5 can contribute to the reserve.

The quantities of water for foam production and complimentary agent (dry powder) available at Cornwall Airport Newquay are in accordance with the determined aerodrome RFFS category as stipulated in EASA AMC4 ADR.OPS.B.010.(a)(2)(d) and identified in Table 5 below.

Minimum usable amounts of extinguishing agents

Foam meeting performance level A

Foam meeting performance level B

Foam meeting performance level C

Complementary Agents

Aerodrome Category (1)

Water (L) (2)

Discharge rate foam solution/minute (L) (3)

Water (L) (4)


Water (L) (6)


Dry chemical powders (kg) (8)

Discharge rate (kg/sec) (9)

1 350 350 230 230 160 160 45 2.25 2 1000 800 670 550 460 360 90 2.25 3 1800 1300 1200 900 820 630 135 2.25 4 3600 2600 2400 1800 1700 1100 135 2.25 5 8100 4500 5400 3000 3900 2200 180 2.25 6 11800 6000 7900 4000 5800 2900 225 2.25 7 18200 7900 12100 5300 8800 3800 225 2.25




8 27300 10800 18200 7200 12800 5100 450 4.5 9 36400 13500 24300 9000 17100 6300 450 4.5 10 48200 16600 32300 11200 22800 7900 450 4.5 Note: The qualities of water shown in columns 2, 4 and 6 are based on the average overall length of aeroplanes in a given category. Areas shaded grey denotes foam performance level used.

Table 5

20.6 Response Time

The rescue and firefighting service achieve a response time not exceeding three minutes with an operational objective of not exceeding two minutes, to any point of each operational runway, in optimum visibility and surface conditions, and be in a position to apply foam at a rate of, at least, 50% of the discharge rate specified in Table 5.

The first responding appliance is readily available to respond during the opening hours of the aerodrome and the second responding appliance may be utilised for secondary duties and responding to emergency calls of a domestic nature. In any event the second appliance is capable of attending incidents no more than one minute after the first arriving appliance.

Procedures for responding during periods of reduced visibility have been developed and details of the LVP search procedures further detailed in the Airport Rescue & Firefighting Service Operational Procedures.

Details relating to procedures for accessing 1000m areas and dealing with off airfield incidents can be found in the Airport Rescue & Firefighting Service Operational Procedures.

The procedure detailing the Airport Rescue & Firefighting Service response to domestic incidents including requests for medical assistance is detailed in Airport Rescue & Firefighting Service Operational Procedures and NQY Airport Emergency Orders.

20.7 Personnel

The fire service is deployed and managed to ensure that personnel can respond effectively to operational calls and the RFFS will remain on duty for 15 minutes following the last departing aircraft or until any inbound aircraft has safely shutdown whichever is the later.

An extraneous duties impact assessment has been conducted to ensure that any secondary tasks undertaken by the RFFS do not impinge on the ability to respond effectively.

All fire personnel are issued with their own personal issue of protective clothing for use when carrying out firefighting duties; details of this equipment are contained in the Airport Rescue & Firefighting Service Operational Procedures.

Respiratory Protection Equipment is provided in the form of self-contained breathing apparatus sets and FP3 filter masks. Further details of this equipment are contained in the Airport Rescue & Firefighting Service Operational Procedures.

20.8 Medical Standards for RFFS Personnel

All RFFS personnel undertake a medical examination with the company occupational health provider at intervals not exceeding two years and they are subject to a fitness assessment at intervals not exceeding one year.




20.9 Training Programme of RFFS Personnel – General

All RFFS personnel are required, under the provisions of ADR.OPS.B.010, to demonstrate continued competence as applicable to their task and role as well as meeting the companies medical and fitness standards.

Company Policy is as follows;

Station Managers RFFS Supervisor Watch Mangers RFFS Supervisor Crew Managers RFFS Supervisor Fire-fighters RFFS Fire-fighters

On-site training is carried out in accordance with the Airport Rescue & Firefighting Service Station Training Programme. EASA ADR.OR.D.017 and ADR.OPS.B.010 documents.

The Health & Safety Policy with regard to training of personnel in RPE and PPE can be found in Airport Rescue & Firefighting Standard Operating Procedures (SOP). Personal Protective Equipment (PPE) shall be provided for all personnel to equip them for the full range of practical operations. All PPE provided shall comply with current British and European Standards and Health & Safety Regulations. Respiratory protection in the form of positive pressure self-contained breathing apparatus shall be provided to enable RFFS personnel to work safely in hostile atmospheres. Operational procedures with respect to breathing apparatus shall be followed in accordance and guidance as detailed in National Operational Guidance and the details in Airport Rescue & Firefighting Standard Operating Procedures (SOP).

The Watch Managers and Crew Managers shall be responsible for the training of all RFFS personnel. They shall ensure that each member undergoes comprehensive technical training, exercises and practical drills to maintain overall competency. The training shall also include specific requirements appropriate to NQY.

The RFFS has recognised that errors causing costly accidents and incidents stem from normal and routine human behaviour. This means there is a need for training in Human Factors and the implementation of safe methods and systems of operation. This training is included within the RFFS training program.

20.10 Training Programme of RFFS Personnel – Trainees

RFFS personnel undertake a structured training and assessment programme created from a training needs analysis which involves a range of technical and practical sessions which are documented and recorded on the company training database.

20.11 Rules and Procedures

All RFFS staff are required to maintain a working knowledge of rules and procedures relevant to their job role on the aerodrome. Proficiency checks are included within the station training programme to ensure that personnel are aware of the rules and procedures relevant to their job role.

20.12 Instructors – Assessors

Only suitably qualified instructors and assessors may deliver training and make judgements on proficiency. The instructors and assessors involved in the training and proficiency programme are qualified to national occupational standards.




20.13 RFFS Personnel Records

Personal records of all technical and practical instruction shall be maintained using the company database.

20.14 Audits

NQY is subject to an audit programme by the competent authority and the Airport Safety analyst. Any shortcoming in the systems or procedures for ensuring the safety of aircraft and passengers is reported to the Accountable Manager. Appropriate timescales are apportioned to the items and the RFFS monitored to ensure that agreed remedial action is taken.

The Airport Rescue & Firefighting Service is also audited internally in accordance with the procedure laid down in Airport Rescue & Firefighting Service Standard Operating Procedures (SOP).

20.15 Additional Water Supplies

In addition to the 7,900 litres of water required under AMC4 ADR.OPS.B.010 (a) (2) for fire category 6, NQY emergency fire tenders (first away and second away) carry an additional 16,100 litres of water. Subject to availability of trained personnel, the reserve appliance also carries 12,000 litres of water, which can be brought to the scene of an incident on request. Water can also be drawn from a linear hydrant system installed parallel to the runway on the northern edge. Hydrant outlets are situated at 3 intervals throughout its length.

The hydrant system is fed by a 100,000 Litre static water tank. The wet system is pressurised and fed by an electric pump system. The system has 4 electric pumps with 3 pumps in use at any one time and one reserve pump.

Hydrants are tested periodically in accordance with Airport Rescue & Firefighting Service Standard Operating Procedures (SOP).

Works carried out on the water supplies shall be subject to in-house procedures whereby the RFFS are informed, via the maintenance team to the SAFO, of:

• Type of work being carried out

• Location

• Start and finish times

• Serviceability on completion.

NB: It is the responsibility of the SAFO to ensure RFFS personnel carry out a test to confirm hydrant(s) have been returned to full service, regardless of any confirmation given by the contractors performing the work.

For further details relating to Additional Water Supplies are contained in the Airport Rescue & Firefighting Service Standard Operating Procedures (SOP).




20.16 Integrated Emergency Planning

Responsibility

NQY Emergency Planning Liaison Group is the relevant body for the planning, review and amendment of accident and incident emergency organisations detailed in the Airport Emergency Orders

Routine Test Procedures

Emergency Orders are tested periodically to ensure that the emergency plan is fit for purpose and ensure compliance with ADR.OPS.B.005 that is, a full-scale aerodrome emergency exercise will be held at intervals not exceeding three years.

Modular emergency exercises as detailed within CAP1168 will be conducted throughout the 36-month period. A report shall be generated upon completion of the respective modular exercise. Any outcomes will be discussed at the AELG, an action plan created if required until such time compliance is achieved.

Publication of Amendments

Recommendations for changes to the procedures will be made through the above mentioned group. SAFO is responsible for amending the Emergency Orders and promulgating them to all stakeholders.

Body Holding Facilities

Details are contained within the NQY Airport Emergency Orders.

20.17 Process to assess traffic to determine appropriateness of the selected RFFS category

Based on commercial traffic forecasts and data provided by the business analyst, the accountable manager will advise the OTSG committee the required RFFS category for the proceeding calendar year’




Part E Particulars of the operating procedures of the Aerodrome, its equipment and safety measures




Airport Policies

1. Aircraft Engine Ground Running 2. Aircraft Compass Calibration 3. Test, Training and Ferry Flights 4. Aircraft Maintenance Activity 5. Aerodrome Inspection Regime 6. Runway Friction Measurement 7. FOD & Airfield Sweeping 8. Noise Abatement 9. Airside Works (Development, Maintenance & Remedial) 10. Access to Critical Part (CP) 11. Wildlife & Habitat Management 12. Aeronautical Ground Lighting 13. Reduced Runway Length Operations 14. Aerodrome Survey Data & Treatment of Obstacles 15. Aerodrome Safeguarding 16. Promulgation of Aeronautical Information 17. Detention of Aircraft 18. Low Visibility Procedures 19. Removal of Disabled Aircraft 20. Accident, Incident and Safety Occurrence Reporting 21. Airside Facilities & Infrastructure Defect Reporting 22. Airport Operations Quality Control & Assurance Programme 23. Safety Infringement 24. Aeronautical Weather Information 25. Winter Operations ‘Aerodrome Snow Plan’ 26. Adverse Weather 27. Aircraft Parking Stands & Allocation 28. Aviation Fuel Management 29. Spillages 30. Waste Disposal 31. Aircraft Washing 32. Aircraft Pushback & Towing 33. Aircraft Turnaround Management 34. Airside Competency & Training 35. Stand Closures & Restrictions 36. Airside Driving 37. Airside Vehicle & Equipment Standards 38. Emergency Response 39. Use of Aerodrome by Higher Code Letter Aircraft 40. Use of alcohol, psychoactive substances and medicines




POLICIES – OVERVIEW AND OWNERSHIP

1.1 Aircraft Engine Ground Running

Owner Airside Manager

Cornwall Airport Newquay recognises that the ground running of aircraft engines for maintenance purposes is a necessary activity in the operation of the airport. However, this activity creates noise and jet blast, both of which are potentially hazardous and disruptive to the surrounding community if not carefully controlled. The Airport will operate procedures to allow aircraft ground running to take place under the supervision of competent persons, at times and at locations which take due regard of the need to protect persons working at the airport from noise and jet blast hazard, and the local community from unreasonable and avoidable disturbance. Ref ASI 1

1.2 Aircraft Compass Calibration

Owner Airport Facilities and Development Manager

Cornwall Airport Newquay recognises the need for on-site maintenance activities in support of commercial operations and will provide such engineering support infrastructure as can be reasonably accommodated within the airport site. Presently, this policy extends to provision of a Compass Swing Base for the calibration of aircraft compasses to Class 1 standard. The siting of the facility is within the Northern Loop and its use is therefore restricted to certain times and aircraft types. Ref ASI 2

1.3 Test, Training and Ferry Flights

Owner Accountable Manager / MoATS

Cornwall Airport Newquay recognises that to conduct continued safe aircraft operations it is necessary to undertake non-revenue flights for the purpose of crew training, aircraft and systems testing, or to reposition (‘ferry’) aircraft for operational reasons. Cornwall Airport Newquay is not primarily a training and testing aerodrome, and the capacity for such activities is limited. However, the Airport will accommodate such flights with certain conditions. Ref: MATS PT II Section 1 Chapter 3

1.4 Aircraft Maintenance Activity

Owner Accountable Manager

Cornwall Airport Newquay will support the provision of aircraft maintenance activities, both heavy major maintenance and the essential routine checks. Such activities do however present risks to safety and the environment and therefore procedures will be in place to ensure that such activities can be managed safely in accordance with environmental obligations, and balanced against the needs of other operational activities. Ref ASI 3




1.5 Aerodrome Inspection Regime


Inspections of airfield facilities and infrastructure form a key part of the safety management system. In many cases inspections are required for legal and regulatory reasons.

Safety inspections at NQY will cover operations on the aerodrome as well as specific checks on the movement and airfield areas, and will focus on safety and the serviceability of the facilities.

It is a requirement at NQY that the runway and taxiway be inspected to ensure that the surface complies with the criteria for use by aircraft. The runway is required to be free from FOD, wildlife, the pavement is in an acceptable state of repair, and access and egress is unimpaired.

The inspection regime will aim to ensure that runways and associated infrastructure are safe for use by all types of aircraft using Cornwall Airport Newquay. REF ASI 19

Ref MATS PT II /MATS PT IV / AGL Procedures Manual

1.6 Runway Friction Measurement

Owner Senior Airport Fire Officer

Runway surface friction assessments are essential to ensure the safe operation of aircraft. To ensure that the runway surface friction level does not fall below an acceptable level, Cornwall Airport Newquay will carry out friction assessments in accordance with the minimum standards set down in CAP 683 (The Assessment of Runway Friction for Maintenance Purposes)

The frequency of friction assessments may be increased above the minimum levels set out in CAP683 for a number of reasons, including;

• When results from previous assessments indicate that friction levels have reached

• Maintenance Planning Level to support the ongoing assessment of runway overrun risks

• To gauge the effectiveness of remedial works to the runway surface

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

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

The Senior Airport Fire Officer may commission a friction assessment following an incident or pilot reports of perceived poor braking action.

In the event friction values cause any concern through maintenance inspection or pilot reports the accountable manager shall be informed.

Ref RFFS Standard Operating Procedure 34 ‘Runway Friction Surveys’




1.7 FOD & Airfield Sweeping


Foreign Object Debris (FOD) is any object, material or liquid that could cause damage to an aircraft. It represents one of the most serious - but avoidable - hazards to aircraft on the ground. Airport activity generates a great deal of waste material and debris. Examples of commonly found FOD include;

• Packaging and wrappings

• Wood, wire, screws and nails

• Vehicle and equipment mechanical components

• Baggage components; i.e. strapping, wheels, padlocks, handles etc.

• Newspapers, baggage labels, boarding cards

• Debris from aircraft cabin ‘gash bags’

• Catering waste

• Construction materials

• Equipment and materials left by aircraft engineers

• Natural materials (plant fragments and wildlife)

• Runway and taxiway debris (concrete / asphalt, joint sealant)

If not properly controlled, this debris can end up on the movement area where it can present a significant risk to aircraft and airside workers. Hence, the importance of preventing the occurrence of FOD and removing any that does find its way onto the movement area should never be underestimated. Ref ASI 12

1.8 Noise Abatement

Owner Manager of Air Traffic Services

Cornwall Airport Newquay has a stated objective to “….limit, and reduce where possible, the number of people affected by noise as a result of the Airport’s operation and development.”

Aircraft using the aerodrome are required to conform to the following procedures, notwithstanding that these procedures may be departed from to the extent necessary for avoiding immediate danger:

Every operator using the aerodrome shall ensure at all times that aircraft are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the airport, particularly Newquay, St Columb Major and St Mawgan village.

Unless otherwise required in the appropriate Instrument Approach procedure or otherwise instructed by ATC, inbound aircraft shall maintain as high an altitude as practicable and shall maintain at least 1000ft aal, until commencing descent on final approach. An aircraft approaching without the assistance of radar or ILS shall follow a descent path no lower than the normal approach path indicated by the PAPIs on Runways 30/12.

Noise abatement policy precludes training flights by jet and small or larger category turboprop aircraft on public bank holidays. Ref MATS PT II Section 1 Chapter 5




1.9 Airside Works (Development, Maintenance and Remedial)


Cornwall Airport Newquay will use the guidelines set out in CAP 791 (Procedures to Changes to Aerodrome Infrastructure) as a basis for managing airside development & maintenance projects. The Accountable Manager having responsibility for the safety assurance of airside development, will determine the strategy and the extent of operational safety management which will apply to each project in accordance with its scope.

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

Whether it be a new development or a maintenance project, airside works in progress will be managed such as to minimise the operational impacts but with a bias toward the highest levels of safety which may reasonably be expected. This will be achieved through a partnership approach with the contractor, through good design, risk assessment, a permit system, and active monitoring of safety performance. Ref ASI 4 / Aerodrome Safeguarding Manual

1.10 Access to Critical Part (CP)

Owner Security Manager

Access to operational areas is strictly controlled by legislation and additionally by local procedure in order to maintain security and safety of airport operations. As well as complying with statutory requirements, Cornwall Airport Newquay will operate procedures to ensure that access to the aircraft movement area and various sub-areas within it are denied to all but those parties specifically requiring to do so in the course of their duties, and to ensure that such parties are adequately trained, briefed, and equipped to enter those areas safely. Ref ASI 5

1.11 Wildlife & Habitat Management

Owner SAFO

Aerodromes attract birds and wildlife for a variety of reasons. The large open spaces of grassland and hard standing are ideal for many species as a source of food, and also afford clear views of potential predators. It is therefore essential that the landscape is managed in such a way that a wildlife-attractive habitat is discouraged.

Furthermore, the environment in the surrounding locality has an influence on the type and level of wildlife activity in the vicinity of the aerodrome. The requirements to manage the wildlife hazard are set out in EASA AMC/GM and CAP 772. In complying with these requirements, Cornwall Airport Newquay will ensure during aerodrome opening hour’s active control of the wildlife hazard on the airfield, together with a longer-term, multi-agency approach to managing the off-airport wildlife hazard environment.

Wildlife activity and wildlife strike data will be actively monitored as a key safety performance indicator. Effective Wildlife Control measures are an important aspect of Airfield Operations. Bird ingestion into aircraft engines and through cockpit glass has caused numerous major aircraft accidents involving loss of life, damage to property, disruption of airport activities and claims for damages against the airport and others.




The identification of the local wildlife hazard, development of a control procedures and the detailed record keeping form the basis of an effective Wildlife and Habitat Management Plan. REF Wildlife and Habitat Management Plan

1.12 Aeronautical Ground Lighting

Owner Senior Airfield Engineer

Aeronautical Ground Lighting (AGL) is a vital part of the airport’s operational Infrastructure.

It enables the continued safe operation of public transport flights at night and during adverse weather conditions. Cornwall Airport Newquay is certificated to operate in weather conditions down to Category IIIB on Runway 30 and Category I on Runway 12. Design and inspection regime of systems will comply with EASA, CAP 670 and with any additional safety requirements identified during design hazard analysis.

Robust contingencies for the event of failures in the AGL system have been incorporated, to satisfy both the needs of operational safety and business continuity.

Ref AGL Procedures Manual

1.13 Reduced Runway Length Operations


Operating with reduced runway distances can affect operational safety margins.

Re-declaration and continued use of a blocked runway will not normally be considered unless the anticipated time to clear the runway or strip is unduly lengthy.

When runway distances are reduced, all departing aircraft are to use the maximum RTORA. REF Aerodrome Manual, Part D

1.14 Aerodrome Survey Data & Treatment of Obstacles


Aerodrome surveys are required to fulfil a number of statutory and EASA requirements. Guidance included in CAP 232 sets out the required specification for Aerodrome Licensing topographical and obstacle limitations surveys. Cornwall Airport Newquay will procure these under a contract with a CAA approved provider. In addition to meeting the basic requirements of CAP 232, Cornwall Airport Newquay will use obstacle survey data, in combination with other information, to actively manage and control the obstacle risks and limitations to aircraft operations.

The competent authority requires that the aerodrome and its surrounding environment must be surveyed to provide evidence of the physical characteristics and obstacle limitation surfaces.

The most recent full Aerodrome Survey was carried out at Cornwall Airport Newquay in November 2015 in accordance with CAP 232. Details are submitted to the CAA and also held by the Manager of Air Traffic Services.

An annual check survey will be carried out to monitor changes to the obstacle environment and to record and new or changed features on the airfield. Check surveys should be programmed so as to allow for the taking of any subsequent action to remove tree growth in good time before the bird-breeding season. Copies of all survey information are held by the Manager of Air Traffic Services and are available for inspection at any reasonable time.




1.15 Aerodrome Safeguarding


The potential impacts of developments on, close to, or under the airspace of Cornwall Airport Newquay could have significant impacts on operational safety and capability. In common with other licensed aerodromes, Cornwall Airport Newquay is responsible for its own safeguarding process, and will retain this function within the Manager of Air Traffic Services departments of the company. The priority in responding to safeguarding consultations will be to protect the safety and operating interests of Cornwall Airport Newquay. However, consideration will always be given to allowing appropriate developments to take place for the benefit of Cornwall without affecting aerodrome safety.

Cornwall Airport Newquay will work with local planning authorities and developers to reach mutually satisfactory outcomes. Ref Airport Safeguarding Manual

1.16 Promulgation of Aeronautical Information


Aeronautical data, providing accurate and timely information to pilots and aircraft operators, is important to the safe operation of Cornwall Airport Newquay. The Airport will regularly review the data in the public domain, principally the UK AIP, to ensure that it is up to date and accurate. The Airport will work with providers of aeronautical information to improve both the quality of the data, its timeliness and its presentation, bearing in mind that human factors can have a decisive effect on the effectiveness of published data.

SYSTEMS FOR PROMULGATION The primary external system for this is the UK Aeronautical Information Publication and its associated publications: AIP Supplements AIRAC System NOTAMS SNOWTAM ATIS

It is recognised that many airline operators use information derived from the UK AIP although supplied by other information providers such as Jeppesen, LIDO, and NavTech. Cornwall Airport Newquay will audit the content of these publications and engage with the providers in order to assure accuracy. This responsibility sits with the DSATCO who will complete the necessary UK AIP change request form (933).

1.17 Detention of Aircraft


Where Airport Charges have not been paid, Cornwall Airport Newquay may detain the aircraft in respect of which the charges are due, or any other aircraft operated by the person/company in default, by virtue of Section 88 of the Civil Aviation Act 1982. This power may be exercised whether on the occasion when the charges have been incurred or at any time when the aircraft is on the aerodrome.

However, Cornwall Airport Newquay shall not detain or continue to detain an aircraft for unpaid charges if the operator of the aircraft or any other person claiming an interest in the aircraft:

I. Disputes that the charges, or any of them, are due or that the charges in question were incurred in respect of that; and




II. Gives to Cornwall Airport Newquay, pending determination of the dispute, sufficient security for payment of the charges that are alleged to be due.

REF MATS PT II Section 1 Chapter 12.4

1.18 Low Visibility Procedures


Cornwall Airport Newquay is committed to providing facilities and procedures to enable the airport to remain open to operations during periods of reduced visibility conditions including night time operations and during low visibility procedures. It must be accepted that such conditions will reduce air traffic capacity to well below that achievable in normal operations however it is the intention, over time, to increase the low visibility capacity pro-rata with increases in normal operating capacity. Cornwall Airport Newquay will draw upon experience across the industry to continually review low visibility operations with a view to enhancing safety and capacity.

LVP are designed to protect runways, precision approach aids and aircraft movements when visibility is reduced by mist, fog, etc. Limiting vehicular movements to the minimum necessary and stopping all maintenance work on the Manoeuvring Area help to achieve this.

LVP will be introduced when the Met visibility is reduced to less than 1500m or the cloud ceiling falls below 300 feet, or the IRVR system displays an IRVR of 1500m or less. The decision to declare LVP is taken by Air Traffic Control. Whenever low visibility is forecast or LVP are declared, ATC will advise terminal operations who will warn applicable airport users to expect limited or prohibited access to the Manoeuvring Area. REF MATS PT II Section 1 Chapter 15




1.19 Removal of Disabled Aircraft

Owner SAFO

Should an aircraft become disabled on a runway, taxiway, or other part of the Manoeuvring Area, the responsibility for the recovery of the aircraft lies with the owner/ operator. It is recognised that many operators may not possess the specialist skills and resources to effect such a recovery, however, all airline operators at Cornwall Airport Newquay are expected to have aircraft recovery plans, and if necessary, appropriate contracts in place to cover the eventuality of an aircraft recovery at Cornwall Airport Newquay. Cornwall Airport Newquay has arrangements with specialist contractors to provide heavy lifting support. REF Emergency orders

1.20 Accident, Incident and Safety Occurrence Reporting


It is a legal requirement that all aircraft accidents and incidents are reported to the Civil Aviation Authority (CAA) & the Air Accident Investigation Branch (AAIB). If deemed appropriate the Health and Safety Executive (HSE) may also be informed.

Furthermore prompt and thorough investigations of accidents and occurrences may result in important lessons being learned, helping to avoid a re-occurrence.

1.21 Facilities and Infrastructure Defect Reporting


As part of Cornwall Airport Newquay’s Safety Management System, all users are encouraged to report defects relating to buildings, services and facilities

Such reports are processed via the airport ‘Maintenance Log and disseminated to the relevant Airport Engineering department or Sub-contractor for remedial action.

Such defects could include, but are not limited to: Damage to buildings or fixed structures Apron Lighting Failures Surface Contamination – e.g. Spillages or FOD Damaged or defective surfaces

Ref ASI 6

1.22 Airport Operations Quality Assurance & Quality Control Programme


The Internal audit process forms one of the key components of Cornwall Airport Newquay’s Safety Management System (SMS).

The AM is responsible for ensuring Internal Department Audits are completed to the agreed schedule by the appointed persons, however, where specific expertise or independent verification is required then may use the services of relevant industry experts to assist in conducting audits. All audits will be carried out in confidence, the results of Internal Department audits will remain confidential to those departments having been audited, the results of the audit including any non-compliance with agreed actions and time scales will be discussed at the audit out brief. All reported non-compliances should be dealt with using the best endeavours of the company having been audited; any delay on agreed actions and time scales could however result in the audit being referred to the Accountable Manager.

All non-compliances resulting from Audit Reports will be included in the monthly Safety Performance Report and subsequently discussed at the OSTG




Persistent non-compliances by individual Service Partners will be brought to the attention of the Accountable Manager.

REF Airport Operations Quality Assurance and Quality Control Programme

1.23 Safety Infringements


Cornwall Airport Newquay is primarily responsible for maintaining safety and operational standards within the Airfield Boundary. The formation, implementation and enforcement of safety policy on the aerodrome is vital for efficient operational procedures, to protect equipment and infrastructure and to ensure the highest achievable levels of health and safety for all individuals.

There are a number of procedures Cornwall Airport Newquay consider form the very basis of a safe operation such that any infringement is taken seriously and that the event should be recorded on the appropriate report form Ref ASI 7

1.24 Aeronautical Weather Information

Owner Manager of Air Traffic Service

Weather has a profound influence upon the safety and expediency of aircraft and airport operations. In addition to the various statutory requirements, Cornwall Airport Newquay will ensure that accurate and timely weather information is available and promulgated by the most appropriate means to airport users. The airport is principally dependent upon the services of the Meteorological Office for forecast information. However, wherever possible use will be made of onsite data gathering systems and expertise to enhance this information for Newquay-specific application.

This will particularly apply to real-time actual weather data. Cornwall Airport Newquay is also committed to providing weather reporting systems to support safe aircraft operations in low visibility conditions, and to provide warning bulletins to airport users in the event of adverse weather conditions. Ref MATS PT II Section 1, Chapter 7

1.25 Winter Operations ‘Aerodrome Snow Plan’

Owner Senior Airport Fire Officer

The arrangements for dealing with adverse winter weather (snow and ice as opposed to strong winds and thunderstorms) will be published annually in the form of a stand-alone document ‘Aerodrome Snow Plan’.

This plan will be published in the autumn of each year and will cover the forthcoming winter period, typically between November and April, although the plan remains valid throughout the year. The purpose of the Winter Operations Plan is to establish a thorough response for maintaining safe aircraft operations during winter conditions of snow and ice. The Plan contains procedures, methods and responsibilities for all parties involved in the response at Cornwall Airport Newquay including aircraft de-icing procedures. REF Aerodrome Snow Plan




1.26 Adverse Weather


Adverse weather such as strong winds, gales, and thunderstorms can be expected at reasonably frequent intervals. They have the potential to disrupt airport operations and present risks to the safety of aircraft and people working airside. Cornwall Airport Newquay will ensure that a system is in place for the timely receipt of weather warnings, and the subsequent dissemination of these by competent persons who have a procedure to follow, and actions to take. The potential effects of such weather conditions will also be taken into consideration when risks are assessed for developments on the airfield. Ref ASI 15

1.27 Aircraft Parking Stands & Allocation


Cornwall Airport Newquay retains full authority and control over the allocation of parking stands. A system of stand allocation according to flight and aircraft type will be allocated

ASI 13

1.28 Aviation Fuel Management


Responsibility for the management of the aviation fuel installation at Cornwall Airport Newquay including (but not limited to) aviation fuel storage, distribution (both to the installation and from the installation to aircraft), quality and fitness of fuel for use in aircraft and the activity of fuelling to aircraft rests with the airport company.

Explosive Atmospheres (ATEX) and Dangerous Substances Explosive Atmosphere Regulations (DSEAR) and guidance material published by the fuel industry Joint Inspection Group (JIG) is also applied. See ASI 14

See also CAL/AOM/F001 Aviation Fuel Management

1.29 Spillages


Spillages of fluids and substances on the airport are an ever-present risk and have the potential to be hazardous. Substances regularly handled at the airport are variously flammable, corrosive, explosive, radioactive, or otherwise harmful to health and to the environment.

The handling and storage of these substances must be carefully controlled and robust procedures will be in place to handle spillages. The handling of spillages will address the principal concerns of maintain the safety of aircraft operations, health and safety or staff and passengers, and protection of the environment. REF ASI 12

1.30 Waste Disposal


All companies generate waste. Companies are responsible for identifying the waste generated from all parts of their business and ensuring that it is disposed of correctly. This includes identifying waste that is hazardous, and requires separate disposal. Where possible, waste should be segregated for recycling. REF ASI 17




1.31 Aircraft Washing


Cornwall Airport Newquay recognises that the washing of airframes is necessary both to ensure the safe condition of the aircraft but also to maintain its appearance. Washing of airframes will be permitted on the airport site, however because of the need to protect the environment from pollutants used in this activity, the locations and the times when washing may take place will be restricted. REF ASI 18

1.32 Aircraft Pushback and Towing


Aircraft stands at Cornwall Airport Newquay are predominantly of a Taxi-In-Push-Out layout, requiring the aircraft to be pushed out by a tractor or tug on departure. For this to happen safely a set of rules and procedures must be understood by all concerned, and followed correctly.

It is the responsibility of Companies which undertake aircraft towing to provide sufficient training to all operatives thereby ensuring that they are competent to operate in the relevant airfield areas. A copy of the latest pushback procedures must be located in the tug cab. It is the responsibility of the tug drivers to ensure that:the tow vehicle, tow bar and associated equipment are serviceable for use and that towing is in accordance with the relevant Agreed Company procedures

• Whilst towing in confined areas or around aircraft or other obstacles, the tug driver is responsible for wing tip clearance, in accordance with Rule 42 of the Air Navigation Order. When aircraft are to be moved during periods of bad visibility or at night, the aircraft must be adequately illuminated at each extremity, i.e. navigation lights ‘on’ and the tractor must display headlights and an anti-collision beacon ATC permission must be obtained before all aircraft tows.

• Towing restrictions apply along Delta and Hotel taxiways during LVP and night operations. Any queries to be referred to the Airside Manager or OCSM REF ASI 16




1.33 Aircraft Turnaround Management


Airport activity, and in particular the intense activities surrounding the turnaround servicing of aircraft at apron stands, has the potential to be hazardous. It is during this activity that the majority of accidents and incidents occur, resulting in injuries to personnel or passengers and in damage to aircraft and equipment. Notwithstanding various statutory requirements, the performance of persons and organisations working airside continues to have a profound effect on the level of operational safety at Cornwall Airport Newquay. REF ASI 8

1.34 Airside Competency & Training


Aprons and airside areas are hazardous workplaces and, in order to ensure safe working practices, Cornwall Airport Newquay requires that all employers who employ workers airside ensure that their employees receive basic competence training that will provide the knowledge, skills and awareness to identify the hazards and to apply the relevant safety measures that are in place. REF ASI 9

1.35 Stand Closures & Restrictions


The requirement to close or restrict an Aircraft Parking Stand will arise for a number of reasons, such as: -

• Major work in progress on or adjacent to a Stand

• Contamination of the apron surface (e.g. FOD or spillages)

• The presence of a temporary obstacle (e.g. equipment or vehicle)

• Routine stand maintenance (e.g. surface painting or degreasing) REF ASI 20

1.36 Airside Driving

Owner SAFO

Driving in airside areas presents many specific challenges requiring different knowledge and skills to those required for public roads. Furthermore, poor discipline and lack of competence by airside drivers has one of the greatest potentials for hazard to aircraft operations. Holding a UK driving licence does not in itself make a person competent to be in charge of a vehicle in an airside area. For these reasons Cornwall Airport Newquay will require airside drivers to undergo specific training by a competent provider and to regularly refresh these skills.

A permit system, code of conduct, and a disciplinary process will underpin the objective of ensuring safe airside driving. This will apply both to driving generally, and to the specifics of operating individual types of vehicles. As well as meeting statutory requirements, procedures for obtaining a permit and operating a vehicle airside will follow the requirements to CAP790. REF ASI 10




1.37 Airside Vehicle & Equipment Standards


All vehicles and trailed equipment operating airside at Cornwall Airport Newquay must be maintained and inspected in accordance with best practice included within CAP 642 Airside Safety Management and VOSA Regulations.

A maintenance system whilst important will not on its own ensure quality maintenance is obtained. Effective management of the operator’s fleet by persons competent to do so will provide the best method of quality control.

A robust maintenance and safety inspection regime must be in place to ensure that vehicles/equipment do not endanger drivers, aircraft, persons or property and are fit for their intended purpose. REF ASI 11

1.38 Emergency Planning

Owner SAFO

In order to uphold the continual safety and security of its passengers, customers and staff, Cornwall Airport Newquay is committed to ensuring that effective emergency and contingency plans are in place. The Cornwall Airport Newquay Emergency Orders, which are published to a selected distribution list, describe the emergency plans in place at Cornwall Airport Newquay with definitions of the emergency categories plus an indication of the roles and responsibilities of key organisations involved in an emergency response. REF Emergency Orders

1.39 Use of Aerodrome by Higher Code Letter Aircraft

OWNER Accountable Manager

The Aerodrome Reference Classification Code is 4E and maximum taxiway Code D. The airport may receive requests to be used by aircraft that are code E such as flight crew training or end of life aircraft these shall be procedurally managed. Code D or E aircraft cannot use the section of the Alpha taxiway west of Bravo.

1.40 Use of alcohol, psychoactive substances and medicines

OWNER Accountable Manager

Introduction

Cornwall Airport Limited (the Company and aerodrome operator) has an obligation to ensure that its staff and stakeholders working at Cornwall Airport Newquay are fit to carry out their duties safely and effectively. The Company has a statutory duty under the Health and Safety at Work Act 1974 to ensure, in so far as is reasonably practicable, the health, safety and welfare at work of its employees. The Civil Aviation Act 1982 and the Railways and Transport Safety Act 2003 make it an offence for people to perform certain functions or activities in relation to aviation whilst they are impaired by alcohol or drugs. All employees and stakeholders must be aware of their individual responsibility for their own health and safety, and those who may be affected by their acts or omissions whilst at work.

Policy Objectives

Any form of alcohol or drug misuse places at risk the health and safety of the individual, their colleagues and the public as well as potentially compromising the Company. To help prevent and detect any alcohol or drug misuse, the Company has drug and alcohol testing arrangements in place that accord with relevant legislation. The Company recognises that drug and alcohol misuse can be a medical illness.




Policy Application

This policy applies to all employees within the Company. In addition to the Company’s employees, this policy shall be observed by all agency staff, stakeholders, contractors, consultants and any other individual working for, or on behalf of the company.

The policy is outlined within the Airside Safety brief issued to all airport security pass holders and visitors notified at the time of temporary pass issue by the escort.

This is to comply with the companies obligations under EASA regulation ADR.OR.C.045

For the purposes of this policy the term ‘drugs’ shall include;

Substances covered by the Misuse of Drugs act 1971

Solvents and any other Substances

Prescribed and over the counter drugs

Prohibited Acts

The Company expressly prohibits:

Being impaired by or under the influence of illegal drugs or alcohol whilst at work or on Company business.

Being impaired by or under the influence of legal drugs not taken in accordance with the prescription/instructions.

The presence of any detectable amount of any illegal drugs in the employee’s system while at work or while on Company business.

The possession of any illegal drugs or consumption of alcohol whilst on Company business or while performing a Company assignment.

Being impaired by or under the influence of drugs or alcohol away from the Company premises, if such activity or involvement adversely affects the employee’s work performance, the safety of the employee or of others whilst at work, or puts at risk the employee’s reputation.

Alcohol Limits

With regard to the testing for the presence of alcohol, staff will only be found guilty of contravening this policy and being unfit for work if the level of alcohol is found to be above the following limits;

The prescribed limit of alcohol in the breath is 9 micrograms of alcohol in 100 millilitres and is based on Part 5 of the Railways and Transport Safety Act 2003 which details levels for Air Traffic Controller. This prescribed limit will be adopted by the Company for all staff.

Prescribed Drugs

An employee who has been prescribed drugs which may cause side effects that could adversely affect the employee’s work performance should inform their line manager immediately. The Company will then carry out a risk assessment of the employee’s work activity and determine whether re-deployment may be necessary.




Prevention

An employee who has concerns regarding a colleague or stakeholder that they suspect may be subject to drug or alcohol misuse or dependency should report such concerns immediately.

For the safety of all users, any staff member, stakeholder or contractor on airport suspected to be under the influence of drugs or alcohol will be escorted to the landside area.

The reporting person who has the concerns should notify their line manager (or in their absence airport on call senior manager 01637 861322) for further guidance and instruction.

Declaration

Staff who self-declare a drug or alcohol misuse or dependency problem will be provided with support and, where appropriate private consultation through the Company’s Occupational Health Service, providing that the declaration is made prior to the individual being tested, or identified to be tested.

Testing for Alcohol and Drugs

The testing programme is intended to:

Minimise the chances of drug or alcohol dependents/misusers entering the Company and aerodrome

Deter staff from alcohol or drug misuse or dependence

Encourage those with drug or alcohol misuse or dependency problems to identify themselves, so they may be supported in seeking treatment.

Screen staff in Safety Critical roles, so as to minimise any risk of operations being prejudiced by impaired judgement. Testing will be carried out on a scale that is proportionate and based on risk. The programme will be monitored to ensure that it is used fairly and proportionately and is compliant with relevant legislation.

Testing will be carried out in 4 instances:

Upon Appointment to any member of staff working Airside and applying for an airside driving permit.

All individuals who are selected for a role that requires them to work Airside will be screened for drug/alcohol as part of the appointment process. Any offer of employment made will be strictly subject to satisfactory screening results.

Random Testing (intention to introduce when arrangements have been finalised) Employees and stakeholders who work Airside may be selected at random for drug/alcohol testing at any interval determined by the Company.

Cause testing

Where there is cause to do so, the Company may ask any member of staff to submit to a test for drugs and/or alcohol. The Company may ask an employee to submit to a test at any time it feels that the employee may be under the influence of drugs or alcohol including, but not limited to, the following circumstances;

- evidence of illegal drugs or alcohol on or about the employee’s person or in the employee’s vicinity

- unusual conduct on the employee’s part that suggests impairment or the influence of drugs or alcohol




- negative performance patterns, or excessive and unexplained absenteeism or tardiness.

- Anonymous reporting i.e. SORP

Post-accident testing and ‘significant unplanned, undesirable event’ testing Any individual involved in an on-the-job accident or injury or ‘significant unplanned, undesirable event’ ’ under circumstances that suggest possible use or influence of drugs or alcohol will be asked to submit to a drug and/or alcohol test. Testing of an employee, contractor or stakeholder who has been involved in an on-the-job accident will apply not only to an individual who has been injured, but also any other party who has potentially contributed to an accident or injury event in any way.

Testing Procedure

Once an individual has been identified as needing to be tested they will be asked to sign a consent to testing form. Once consent from the individual has been obtained the sample for testing for the presence of drugs or alcohol will be taken by a suitably qualified professional of the Company’s Occupational Health Service Provider or Devon and Cornwall Constabulary.

The investigating officer appointing by the airport company will ensure notification is passed to any organisation whose employees have been requested to provide a sample and the reasoning behind this request.

Refusal to give consent

Where any employee refuses to provide a sample in accordance with this Policy then a referral will be made to the Line Manager and HR Advisor who will review the circumstances in which the request was made and make a decision as to whether or not disciplinary or some other action will be appropriate. For stakeholders, the employee’s airport security pass will be removed pending further discussions with the employee’s company.

Staff and stakeholders in Safety Critical roles will not be permitted to work in Safety Critical roles until such determination has been made by the Line Manager or 3rd party company they are deemed fit to return to work.

A refusal to take the test would leave the employee liable for disciplinary action as if they had been found to be under the influence of alcohol or drugs.

Results of testing

The results of tests carried out under this policy will be communicated directly to the Companies/3rd party human resources department. These results will then be communicated to the employee as soon as practicable, and a copy of the results given.

Documentation as to test results that prove the presence of illegal drugs or the positive presence of alcohol above the limits as defined in this Policy will be retained by the Company’s Occupational Health provider.

A copy of the subsequent report will remain on the personal file.

Where a test result shows no evidence of alcohol above the specified limit, or drugs, all documentation in relation to the test will be destroyed, unless it forms a necessary part of any accident investigation.

Potential for Disciplinary Procedures

The disciplinary procedure will apply in cases where an employee’s conduct or work performance is affected by alcohol or drugs and the employee has not identified or declared themselves as having an alcohol or drug misuse addiction or dependency prior to being selected for screening.




In the event that an employee who is known to suffer from illness arising from alcohol or drug dependence or misuse commits a disciplinary offence, account will be taken of the individual’s cooperation in treatment, and any other mitigating factors, when deciding what disciplinary action, if any, should be taken.

In situations where members of staff are found to have been in possession of illegal drugs or consumption of alcohol at work or to have supplied them to others, disciplinary action will be initiated and Devon and Cornwall Police notified.

Confidentiality, Use and Retention of results

Testing will be conducted by the Company’s Occupational Health Service Provider or Devon and Cornwall Police, with due regard to privacy and in a sensitive manner. The principles of medical confidentiality will be maintained insofar as is practicable. Results and other documentation relating to screening and self-declaration will be handled in a secure, confidential manner. Samples obtained will be analysed in an approved laboratory under strict operating conditions. Positive results will be subject to medical review by our Occupational Health service provider.

All sensitive personal information obtained in accordance with this Policy will be handled in the strictest confidence and retained in accordance with the Data Protection Act 1998. Any personal information obtained in accordance with this Policy shall be available only to the Companies/3rd party Human Resources department and the employee’s manager for the purposes of providing support for the employee and for the purposes of managing the employment relationship.




AIRPORT SAFETY INSTRUCTIONS

ASI 1 – Aircraft Engine Ground Running ASI 2 – Aircraft Compass Calibration ASI 3 – Aircraft Maintenance Activity ASI 4 – Airside Works (Development & Maintenance) ASI 5 – Access to Critical Part (CP) ASI 6 – Facilities and Infrastructure Defect Reporting ASI 7 – Safety Infringements ASI 8 – Aircraft Turnaround Management ASI 9 – Airside Competency & Training ASI 10 – Airside Driving ASI 11 – Airside Vehicle & Equipment Standards ASI 12 – FOD, Spillage & Airfield Sweeping ASI 13 – Apron Management ASI 14 – Aviation Fuel Management ASI 15 – Adverse Weather ASI 16 – Aircraft Pushback and Towing Procedures ASI 17 – Waste Management Strategy and Policy ASI 18 – Aircraft Washing ASI 19 – Aerodrome Inspection Regime ASI 20 – Stand Closure and Restrictions ASI 21 – Carbon Reduction Policy Commitment




2.1 ASI 1 – Aircraft Engine Ground Running

Engine Runs

Engine Runs shall be permitted within the current aerodrome opening hours

Engine runs outside these hours are strictly prohibited unless authorised. Any such requests must be channelled through ATCO who will contact the OCSM.

Any aircraft which require engine runs on full power shall only do so in an area designated by the duty ATCO. Engine runs on ‘idle’ power shall be permitted on the Alpha Apron subject to the duty ATCO approval.

a) Under no circumstances shall any engine running be carried out inside any hangar. The person responsible for conducting the ground running of an aero engine is to obtain authority from Air Traffic Control for the ground run.

b) An aircraft engineer or the aircraft pilot shall always be on board the aircraft monitoring the ATC Tower frequency in case it is necessary to move the aircraft or to stop the engines, and in order to ensure the prompt initiation of emergency procedures if required.

c) The aircraft anti-collision light must be switched on before engine running is started and must remain on for the duration of the engine run.

d) It shall be the responsibility of the engineer in charge to ensure that the area behind the aircraft is clear of persons, vehicles and equipment and that the, grounds is free from loose surface materials.

e) Engine Runs in other operating areas are permitted with the permission of the AM who will liaise with ATC and RFFS on the requirements prior to approving.

Out of Hours Engine Run Policy

Operations must inform duty RFFS supervisor so appropriate Fire Cover for the requested time period can be arranged. Out of Hours Engine Runs will not be permitted should no fire cover be available

Minimum RFFS manpower levels are to be appropriate to the aircraft type.

Duty ATCO need not remain on station but must set AGL taxiway and runway lighting to minimum settings upon ATC watch closure

Airside Services need not remain on station but must leave Apron Lighting switched on. The duty engineer is to contact Security to turn off upon completion. Mobile tower lighting may be used.

Out of Hours Engine Runs are restricted to a maximum of fifteen minutes per hour to a maximum of four hours past published aerodrome closing times.

The designated area for out of hours engine runs to take place is Hold Point Charlie ‘Two’ facing north. Every effort must be made to minimize the noise during the engine run and only during strong wind conditions will consideration be given to an alternative location.

All engine run timings must be recorded by the RFFS duty supervisor and passed to operations via email. Based on the recorded timings and for billing purposes only, operations will email details to the finance department.

In the event of external emergency services required, RFFS will notify airport security who will initiate a call to 999.




2.2 ASI 2 – Aircraft Compass Calibration

Compass Swing Provision

A Compass Swing Base (CSB) is provided on the airfield for use by based aircraft and visiting aircraft which require compass re-calibration prior to flying again.

The CSB is located north of taxiway Charlie

Facilities

The CSB is certified to Class 1 standards. QinetiQ plc, who is approved by the Government, carries calibration and re-certification out bi-annually.

A calibration certificate is held by the Airside Manager

A circle painted on the ground in White marks out the CSB. The cardinal points N, E, S, & W are indicated on this line at their respective magnetic alignments relative to the radius of the circle. The facility is accessed by a code B taxiway.

It should be noted that the CSB is located away from the terminal areas and consequently there is limited ambient light during hours of darkness. Furthermore, parts of the circle are located in grassed taxiway strips which may provide uneven footing. These factors should be borne in mind with regard to the health & safety of personnel involved with compass swinging.

Procedure for Use

Engineers wishing to use the CSB must contact the Airside Manager as far as possible in advance, requesting use of the CSB and stating the following particulars:

• Aircraft type

• Registration

• Preferred start time

• Duration of swing

• Whether the aircraft will be manoeuvred by tug or under its own power

Upon receiving a request for use of the CSB, the airside manager will consider the operational impacts and consult with the ATC Watch Manager.




2.3 ASI 3 – Aircraft Maintenance Activity

Aircraft Maintenance on Aprons

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

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

Procedures

Only maintenance of a ‘minor’ nature is permitted on the apron. For the purposes of this instruction ‘minor’ means routine turn round work such as oil top up. When maintenance work is carried out, aircraft engineers are responsible for ensuring that:

• Aircraft are not disabled such as they may not be removed from the stand in reasonable time. If this is not feasible due to the nature or particular technical defect, ACO must be informed immediately.

• Spillages of fuel, oil and other fluids do not occur and that if they do occur, the actions detailed in ASI 12 are followed precisely and without delay

• FOD, in the form of tools, aircraft parts etc. are not left around the apron area

• Aircraft jacks are not used without spreader plates.

• Appropriate procedures are in place for occupant evacuation of aircraft which have personnel on board.

Aircraft Storage

All operators requiring long-term storage of aircraft must obtain approval from the Accountable Manager. In the event that approval is issued, all such stored aircraft must meet the following requirements;

• Securely locked

• Chocked at the nose wheel and main undercarriage

• All covers must be adequately secured

2.4 ASI 4 – Airside Works (Development & Maintenance)

Policy

The Accountable Manager shall be responsible for ensuring that major projects are planned for completion such that details and dates for new or extended facilities can be published in accordance with the AIRAC system.

The airport shall follow CAA guidance as published in CAP791 ‘Procedures for Changes to Aerodrome Infrastructure’

Notification

ATC shall be responsible for NOTAM Action and operational consequences of all work that affects the facilities of the Aerodrome.

Once tenders have been received and contractor chosen, a detailed briefing on Airport Safety Procedures is given by the designated manager as chosen by the AM and a works programme agreed. The contractor will be instructed to provide the necessary third party insurance liability cover. This is normally not less than £10 million to confirm or £40 million for airside work but will be confirmed prior to any works commencing. A works programme will largely be dictated by operational procedures and due allowance must be made in the timescale for the issue of any notices, staff instructions, NOTAMs etc. The pre-contract procedures are disseminated through the Airport Management Team.




Prior to the commencement of any works, all based operators, tenants and other organisations will be appraised of the nature of the work, the areas affected, timescale for staged completion and any temporary or permanent restrictions which the work may create. This is in addition to any statutory notices which have to be served as a condition of the planning approval.

Planning Development and Works Services

All development work associated with NQY is the responsibility of the Board of Directors. Major projects are identified in a capital programme, prepared in consultation with the CAA. The Managing Director is responsible to the Board for the implementation of all planning and development decisions and compliance with national and local regulations.

Major Projects

When the Board has approved a major project, the Managing Director will then discuss the project with the OSTG and appropriate Department of the CAA to ensure the operational implications of the scheme can be fully assessed. The initial works/project assessment will include evidence of a safeguarding review

Once the project plan has been agreed with CAA, the AM will appoint a Project Manager and a team to be responsible for overseeing the development and ensuring, where appropriate, that the normal local planning and building control regulatory process is followed, including CDM Regulations.

Major work on runways and taxiways will normally involve closure or be conducted at night where works will be managed around the requirements of the Search & Rescue Unit. On certain occasions it may be necessary to work in between aircraft movements. In this event, all such work must be suspended; vehicles, plant and equipment, etc. moved clear of the relevant area and an inspection carried out before movements take place.

Local operators and based airlines will be consulted regarding any work affecting declared distances, strip dimensions etc.

ATC will keep the MoATS informed of all such work and any resultant operational problems.

The ATCO in-charge is responsible for ensuring that all Work in Progress (WIP) is adequately marked with “bad ground” markers (and red dim lighting overnight) and that pilots are informed of essential aerodrome information. ATIS information will also be added.

ATC are responsible to ensure vehicles and personnel involved in works airside do not enter the ILS critical areas, RESAs, or the appropriate runway strip when aircraft operations are in progress.

Any contract work intended in the airside environment either on behalf of the Airport Company or other based organisation must be co-ordinated via the Airport Facilities and Development Manager. The issue of Work Permits and safety guidelines is a requirement.




All on aerodrome projects shall be approved by the OSTG.

Major

Airside Safety

The Accountable Manager (AM) shall be ultimately responsible for the airside safety issues resulting from development projects and works services. In addressing that responsibility, the AM is to ensure strict compliance with the Airport Safety Management System.

The AM is to ensure:

• Safety policies and procedures of all contractors, including their Health & Safety Plan involved in the project are assessed in order to determine that they are compatible with airport operations at NQY.

• All relevant contract documents identify the safety reporting procedures.

• A detailed programme of work that includes any restrictions on access, working areas or times of working is specified in the relevant contract document.

• A Temporary Operating Instruction is issued to all interested parties giving full details of the project prior to the commencement of work.

• All contractors are issued with a copy of the Visitor Health and Safety Policy.

• All Contractors are thoroughly briefed on safety issues in accordance with guidance given in CAP 642, Chapter 3, Section 14.

• All work is completed according to Contract specification and is compliant with Commission Regulation (EU) No 139/2014 and CAP791

• Prior to commencement of work, all based operators and tenants will be given a written brief on the nature of the work, the areas affected, the means of access to the site, the timescale for completion, and any restrictions that the work will create.

• All based operators and tenants are regularly briefed on the progress of the project and any changes that might affect their operation.

Project Identified

Liaison with CAA

Arrange Meetings

Project Co-ordinated Team formed

Appoint Project Manager Coordinate

Activities

Agree NOTAM

action with ATC

Await compliance

Conduct with

Industry Partners




• The Managing Director is kept fully informed of the progress of the project and of any changes to timescales.

Inspection Procedures

In addition to quality, quantity, specification compliance checks and measurements the Project Manager will carry out regular inspections of the works to ensure that the agreed safety and security procedures are being observed. Regular updates of progress will be given to airport staff and NQY based organisations. Air Traffic and nominated operations staff will additionally undertake inspections of work within operation manoeuvring areas to ensure that aircraft using the airfield remain safe at all times.

Completion and Promulgation of New Facilities

On completion of the project, the Accountable Manager is to take the following action:

• Ensure that the Contractors and Suppliers provide a complete set of as-built drawings, and where appropriate, a comprehensive set of equipment operating manuals and technical reports.

• The completed work is inspected in the Company of the Contractors Representative and a representative nominated by the Accountable Manager to determine that work has been satisfactorily completed and that the work areas are in a condition suitable to be returned to operational use.

• The MoATS is responsible for the promulgation of new facilities in the UK AIP.

• Appropriate notification to the CAA

Aerodrome Works Permit

An Aerodrome Works Permit is not required in the following circumstances.

This activity will however be risk assessed.

• Routine AGL maintenance involving replacement of lamp fittings provided that pit covers can be replaced and the work area made safe and vacated within a period of time determined by the ATS Watch Supervisor (however ATC daily briefs will need to be undertaken).

• Maintenance of navigational aids.

• Grass cutting

• Routine activities by ATC and Operations staff

Except for the provisions above, a Works Permit is raised to safeguard aerodrome operations.

ATC is to ensure that ATS procedures for the control of works services on the Movements Area are contained in MATS Pt II.

The ATS Watch Supervisor is to ensure that a record is kept of all work on the Movement Area in accordance with the requirement of MATS Pt I (ATC Watch Log).

The ATCO in-charge is responsible for ensuring that all Work in Progress (WIP) is adequately marked with “bad ground” markers (and red dim lighting overnight) and that pilots are informed of essential aerodrome information.




Minor Works

Minor works airside will be planned in advance and managed through the airports work permit scheme. The general procedures for operating airside will be arranged and co-ordinated by the AFDM in conjunction with the airport management team.

The AFDM shall be responsible for the management and co-ordination of all minor works services on the Aerodrome Movement Area.

The AFDM is to put in place an annual programme of preventative pavement maintenance and ground maintenance designed to secure the operational readiness of all Aerodrome Movement Area facilities. The AFDM is to inform ATC whenever minor works services are required and agree a programme of work. .

Where works services are needed on or adjacent to the runway or part of a taxiway that cannot be closed off, work may take place between aircraft movements provided that all work is suspended and vehicles, plant, equipment and workmen are withdrawn and the area made safe for aircraft operations prior to the next aircraft movement. The restrictions in relation to permitted working areas must be observed.

Where work services take place in the circumstances describe above, the ATCO in charge or AFDM is to ensure that the area concerned is cleared and inspected in a timely manner and is safe for the operation of aircraft.

Notification and Control Temporary Obstacles within the Runway Strip (Trenching or Minor earthworks).

Temporary work may be undertaken within the Cleared and Graded Area, provided the following conditions are strictly applied.

• Trenching or minor excavation working is not permitted whilst aircraft movements are taking place;

• The “open” excavation area does not exceed 10 square metres or, for narrow trenches, 30 square metres;

• Any “open” areas left unattended are clearly identified with “bad ground” markers;

• Plant and equipment must be clearly identified with hazard warning signs and markings.

Prior to any such works being undertaken, ATC will initiate a NOTAM, informing aircraft operators of the forthcoming WIP activity and the NOTAM details shall be continually updated throughout the duration of the works. All such activities will be the subject of a works permit and the ATC will ensure that the Contractor has been approved to work airside.

Suitable access/escort arrangements must be in place, including a safe and secure means of direct contact with ATC. At all times during aircraft movement activity, the Contractor’s staff, plant and equipment must remain clear of the runway strip and below the appropriate Obstacle Limitation Surfaces.

Control of Access to the Aerodrome

Whenever contract works are being undertaken on the Aerodrome and the work site or access route is not fenced off from the Movement Area, contractor’s vehicles shall be escorted to and from the site under arrangements to be made by the Security Manager




The AFDM is responsible for notifying ATC and any other departments involved, concerning all works airside.

Prior to the commencement of any such work, a responsible representative of the work force will receive a final briefing from the designated person

Work in Progress that restricts the use of the aerodrome or its facilities will be promulgated by NOTAM.

Access to the Aerodrome

Whenever contract works are being undertaken on the Aerodrome, strict control of access will apply as issued under the Work Permit Scheme. This is normally achieved by restricting access to one single entry/exit point under normal circumstances this will be CP1.

This point is manned at all times and therefore, enables persons and vehicles entering the airfield to be checked for safety and security purposes. Only authorised entry will be permitted.

All contractors’ movements to areas of work will be subject to escort and under ATC supervision. Unrestricted airside movement will only be permitted outside of the Airports’ normal hours of operation; provided that the contractors have been apprised of their approved procedures and movement can be managed around the requirements of the Search & Rescue Unit.

The SM shall liaise with the Department for Transport on any works relating to the realignment of the aerodrome perimeter fence.

Works Services All contractors providing works services on the airfield must be able to satisfy the Airport Company that they:

• Are competent to undertake the work

• Have the necessary technical approvals

• Are on an approved list

• Have a robust Health and Safety Policy

• Fully understand the Airports safety procedures

• Have the necessary level of insurance cover

• Can meet the timescale and comply with any restrictions imposed

• Provide risk assessments and method statements.

The contractor will be required to demonstrate that its’ staff have the required level of trade and craft competencies to achieve works completion and that he will take all measures necessary to clearly mark, identify and protect the works in progress to the satisfaction of the AFDM. This would generally be covered by Contractor’s on an approved contractor list

Security

In addition to the above operational requirements, all contractors will comply with any security arrangements, which will be determined by the SM to ensure the critical part requirements as described in the various directions issued by the Department for Transport (DfT)

Additionally, the contractor will ensure that his staffs are acquainted with any security procedures which apply to his area of working.




The contract works will be subject to regular inspection by the Airport Security staff to ensure that all regulations are being observed.

Pre-contract matters involving security will be addressed by SM. The Contractor will also have to acquaint himself with and comply with Airport Bylaws.

Special Conditions of Contract

Construction works which take place on airfields require the Contractor to comply with special conditions so as to protect the operations of the aerodrome.

These special conditions include but not restricted too

• Access, Site Possession and Working Arrangements

• Compound Area

• Hot Works Permit

• Aerodrome Safeguarding Restrictions

• Special Security Requirements

• Confined Space

• Lone Working

The Construction (Design and Management) Regulations 2015

Cornwall Airport Ltd [CAL] recognises its duties as client under the Construction, Design and Management Regulations 2015 [CDM 2015], for any construction works undertaken on its behalf.

CAL or agent acting on its behalf, will ensure that suitable arrangements for managing the project, including the allocation of sufficient time and other resources will be made so that the construction work can be carried out, so far as is reasonably practicable, without risks to the health or safety of any person affected by the project.

CAL will ensure that suitable welfare facilities are provided at the start of the construction phase and remain in place for the duration of the project, and will ensure that these arrangements are maintained and reviewed throughout the project.

CAL will provide pre-construction information as soon as is practicable to every designer and contractor appointed, or being considered for appointment, to the project. This will be prepared at the earliest opportunity before the appointment of other duty holders.

This information will be in the form of:

a) Current as built information (if available); b) Known ground conditions, services, etc. c) Contractor and site management and local rules; such as

i. FOD control; ii. driving permits; iii. security procedures; iv. reporting procedures; v. emergency procedures on airfield; vi. accident reporting; vii. permits to work, including operating procedures managed through air

traffic control; viii. asbestos survey is available or carried out;

d) Expected minimum standards for health and safety during the construction phase.

CAL will ensure that, before the construction phase begins, a construction phase plan is drawn up by the contractor if there is only one contractor. CAL shall require the contractor to develop the safety file and hand the safety file over to the AFDM on completion and




handover of the project. CAL shall ensure that there is adequate cooperation and coordination with all duty holders throughout the duration of the project.

Where there is more than one contractor for the project, CAL will appoint a principal designer and principal contractor in writing, at the earliest opportunity, following suitable procurement and due diligence checks on competence, ability and health and safety background for all potential duty holders. CAL will ensure that all duty holders cooperate and coordinate all relevant information so as to protect the health and safety of all contractors, those affected by the works.

CAL shall ensure that sufficient time and resources are available and that the principal contractor is appointed early enough in the pre-construction phase to help CAL meet its duty to ensure a construction phase plan is drawn up before the construction phase starts. CAL shall maintain and review their arrangements to ensure they remain relevant throughout the life of the project by:

a) establishing key milestones so they can assess the progress of the project and determine whether health and safety standards are being met;

b) where necessary, seeking advice; c) ensuring arrangements for handing over the facility to a new user are sufficient to

protect anyone (including members of the public) who may be affected by risks arising from any ongoing construction work, e.g. snagging work.

The principal designer shall prepare a health and safety file for the project, which will be revised from time to time as appropriate to incorporate any relevant new information; and will be kept available for inspection by any person who may need it to comply with the relevant legal requirements and hand the safety file over to the AFDM on completion and handover of the project.

The principal contractor will produce the construction plan which will be revised from time to time as appropriate, manage associated risks and report any shortfalls with design or dangerous occurrences throughout the duration of the project.

A project is notifiable if the construction work on a construction site is scheduled to:

a) last longer than 30 working days and have more than 20 workers working simultaneously at any point in the project; or

b) Exceed 500 person days.

Where a project is notifiable, CAL must give notice in writing to the Health and Safety Executive as soon as is practicable before the construction phase begins.

If CAL needs help in making these arrangements, the principal designer should be in a position to help with this. CAL may also draw on the advice of a competent person if they are required to appoint such a person under the Management of Health and Safety at Work Regulations 1999, and may employ independent health and safety advice in the form of site safety inspections throughout the duration of the construction phase.

If CAL neglects to appoint a principal designer or principal contractor, CAL shall be responsible for the duties owed by these appointments.

If CAL disposes of its interest in the structure, CAL shall provide the health and safety file to the person who acquires CAL’s interest in the structure and ensuring that that person is aware of the nature and purpose of the file.

The AFDM will ensure that all contractors operating on the aerodrome at NQY comply with the requirements of CDM regulations or their equivalent.




Airside Safety Policy

It is Airport company policy that CAP 642 shall provide the guiding principles for all aspects of airside safety management. Overall responsibility for airside safety is delegated to the AM except where specific responsibility is allocated in the Manual to other persons.

The Airside Safety and Security Committee Meeting will form a pivotal role in promoting and ensuring safety is afforded the highest priority.

The Operations Safety Technical Group (OSTG) will be the medium to discuss any major works and changes to agreed airport policies.




Work Permit Application Form

WORK PERMIT APPLICATION FORM

Please complete and return to;

Steve Gardner Airport Facilities and Development Manager T 01637 861379 M 07530 262068 E [email protected]

Cornwall Airport Newquay, St Mawgan, Newquay, Cornwall, TR8 4RQ www.cornwallairportnewquay.com


http://www.cornwallairportnewquay.com/




Health and Safety Rules for Contractors Prior to work commencing

• Contractors must report to designated site contact person.

• Prior notice must be given for work affecting electrical or mechanical equipment. Where possible 48 hours must be given for permit to work situations.

• Details of hazardous equipment and substances intended to be brought onto site must be given to site contact person.

• Safety data sheets must be provided for all hazardous substances to be used on site.

• Area of work, access, storage arrangements shall be agreed with the site contact person.

• Contractors should make sure they are familiar with the emergency procedures on site as detailed below and within the permit conditions issued

• Details of the contractors contact person should be confirmed.

Work Practices

• Contractors must have carried out a risk assessment of the health and safety risks associated with their work activities.

• Contractors must comply with industry standards and codes of practice in addition to legal requirements.

• The site should be left in a tidy and safe condition at the end of each working day

Emergency Procedures

• During published Aerodrome Opening hours Emergency assistance must be requested by calling 01637 861333 to activate the airports emergency plan.

• Contractors should follow the safety instructions of the staff and should note any conditions included within the issued permit.

Fire Safety

• Strict no smoking policy airside including the use of e-cigarettes. Smoking is only permitted onsite in the designated areas.

• Contractors should familiarise themselves with the site fire evacuation procedures.

• Extinguishers are not to be obstructed or removed;

• Fire exits and fire escape routes shall be kept clear and available for use at all times.

• Fire doors shall be kept shut and not wedged open.

• Hot work or naked flames shall not be used without the issue of the a hot works

permit by the Airport Fire Service. Please ensure this is requested as part of the

application.

First Aid

• Contractors must report all accidents, near misses and safe acts to the site contact

as stipulated on the work permit approval form.

• Contractors are responsible for reporting serious injuries and occurrences involving their employees, in accordance with the Reporting of Injuries, Diseases and Dangerous Occurrences Regulations (RIDDOR). Contractors should also inform the issuing person of the permit of any accidents occurring on the premises.




Permission to Conduct Works

The Airside Manager (AM) is responsible for issuing ‘Permits to Work’. The AM must identify the precise areas in which the contractor is permitted to work, the times that work may be carried out, the type of work covered, what equipment is to be brought onto site to perform the contract and what special precautions, if any, apply. Each permission should include a date of expiry

Permits may also be issued by;

• Senior Airfield Engineer (SAFE)

• Airport Facilities and Development Manager (AFDM)

A copy of each completed permission should be kept with the appropriate contractor's details on the main airport G drive and details added to the Aerodrome and Airspace Calendar

The AM should be alert to the activities of contractors and should carry out occasional checks to ensure that the conditions and restrictions which apply to their permission are being correctly applied by the contractor. If the AM becomes aware that the system is being incorrectly operated or otherwise abused he should, withdraw from that contractor the permission and review whether or not the contractor will remain on the list of Approved Contractors.

Permits to Work and Site Access

To obtain site access you must report to the location as stipulated on the work permit approval form. To obtain airside access you must provide photographic identification passport, driving license or EU identify card.

Permits to work must be issued for the all activity on Airfield (WIP), Terminal Works and any other area within the aerodrome boundary.

Airside Driving (Personnel and Vehicle) & Airside Liability Insurance

Any works carried out on aerodrome a nominated person must remain in contact with ATC with an agreed call sign during WIP as detailed within the conditions of the permit issued.

All airside drivers must be qualified to do so having satisfactorily passed the Airside Driving Permit Course (ADP) to ensure compliance. If an escort is required fees may apply.

Contractors may be left unescorted to work within a defined airside area excluding within the critical part and the Alpha and Delta taxiways subject to approval as detailed within the work permit.

All vehicles operating airside must possess an Airside Vehicle Permit (AVP) & your Company must include copies of appropriate insurance details including public, airside and employee liability documentation.

Temporary Airside Vehicle Permits (TAVP) may be issued and the vehicle must be escorted by a suitably qualified driver and vehicle. Additional costs for escorting duties may apply and must be agreed prior to the issue of a Work Permit

Work and airside restrictions apply during periods of aerodrome safeguarding




Permit to Work Application Form

Contractors Name:

Proposed Areas of Work:

Proposed Date/Hours of Work:

Equipment to be used:

Special precautions to be taken:

Permission requested by:


Method Statement and Risk Assessment attached

Yes / No

This form must be fully completed / deleted as appropriate.

Details of Work

(Area or Equipment to which Permit Applies)

(Work to be done)

Identification of specific risks and control measures

Risks Identified Control Measures Required



Acceptance

This Permission is issued on the following conditions:

• The contractor has been appointed in accordance with the Company’s policy on Control of Contractors.

• The contractor complies with the restrictions and conditions detailed above in this Permission.

• The contractor complies fully with the requirements of the documents “Health and Safety Information for Contractors” and “Health and Safety Rules for Contractors.”

• The contractor ensures that he or his employees as appropriate are provided with means of communication in the event of an emergency whilst on this site.

Contractors will be monitored to ensure this Permission is not abused. Any contractors found abusing this Permission will be removed from the list of Approved Contractors

I have read, understood and accept the conditions of this Permit.

Signed: Dated:

Clearance and cancellation after work

Clearance Cancellation

The permitted work is / is not complete.

Signed

Time _ Date

This Permit is cancelled. I have notified the supervisor specified that the work is / is not complete and the area / equipment is / is not safe to use.

Signed

Time Date

PERMIT NUMBER AFDM/NQY/WORK PERMIT

CAL USE ONLY

INTERNAL APPROVAL FROM ATC

INTERNAL NOTIFICATION FOR MS-RA



2.5 ASI 5 – Access to Critical Part (CP)

Control of Access

Only those vehicles, personnel and equipment essential to the operation, maintenance or development of the aerodrome are permitted to enter the Aerodrome Movement Area. The following rules must be complied with.

• The driver must be in possession of an Airport Security pass appropriate to the area to be accessed.

• The driver must be in possession of a valid Airside Driving Permit appropriate to the airside area to be accessed.

• The vehicle must have displayed the appropriate Airside Vehicle Permit.

Drivers with vehicles not meeting the full requirement above must be escorted by a compliant driver and vehicle.

Use of Escorts

Drivers without an ADP shall be escorted at all times.

UNESCORTED MOVEMENTS ARE NOT PERMITTED.

Crash/Access Gate

On limited occasions it may be more convenient to allow contractors or other parties to gain access via one of the crash or access gates. This may be permitted via the approval of the Security Manager

Parking of vehicles shall be prohibited in front of all routine access and Emergency Access Gates.

In these circumstances, it is of paramount importance that the necessary comprehensive airside briefing has been given to such persons.

Emergency Access Gate keys must therefore not be given to any non-Airport Company personnel unless approved by the Security Manager who has made the necessary arrangements.

Airside Vehicle Policy

Access to the aerodrome is the responsibility of the Security Manager. The control of authorised access is integral to the safety of personnel and the safety of aircraft operations.

Primary Access

This will be through Check Point One ‘CP1’. Information on airside access and security procedures is contained within the Airport Security Programme. Access via other access areas must only be with the express permission of the Security Manager.



Security

All the staff are to adopt a responsible attitude towards security procedures and remain vigilant at all times. Where necessary, specific operational instructions will be issued relating to security matters.

Guidance relating to airport security issues is available from Security Manager or Security Supervisors. Passes will be issued to the based operators and crews who require frequent access to the critical part in order to undertake their legitimate business. Charges may be levied for pass issue.

Passes must be visible and worn whenever operating airside. All staff entering the critical part ‘CP’ must do so by using a recognised access point and undergo the appropriate screening.



2.6 ASI 6 - Airside Facilities and Infrastructure Defect Reporting

Maintenance Log procedure

The Maintenance log exists to assist users and Cormac through the process of fault reporting and rectification.

The maintenance log can be found on the network drive at the following address;

\\cc\root\PTE\Nqy\Groups\Maintenance\ New Maintenance Log

When reporting a fault you must complete columns

A Log No B Date D Location E Description of Fault F Reported By G Contact No H Critical to Ops (Yes/No)

The fault report will be acknowledged by Cormac, in the third column and those faults reported as critical will be highlighted in RED to make it obvious to Cormac that a prompt response is required (as long as the appropriate ‘Yes’ is entered). However, this must be backed up by a telephone call to Cormac as directed on the log sheet especially at weekends and out of hours. Once a completion date for rectifying the fault has been entered the whole entry grey’s-out automatically.

The pull-down list for ‘Location’ has been removed as you need to enter as much information as possible relevant to the location and the nature of the fault.

Please add your full name and contact number in the appropriate columns.

Please do not add fault entries for information pertinent to another log entry. If you need to add information please use the comments column.

If you go back to an entry and change the fault content, please call Cormac to let them know you have done so.



2.7 ASI 7 – Safety Infringements

Employee Breach of Airside Safety Policy

Regulation

Monitoring of Standards will be carried out to monitor airside activity and identify hazards or breaches of regulations.

Each staff member working airside has a duty of care to report any non-compliances and potential safety/security hazards without delay.

The Scheme

Active monitoring of airside activity is key to the success of the scheme. The elements of which are outlined below.

Warnings

In most cases, a first warning that an unsafe practice has been recorded will suffice. A record shall be made but no follow up action against an individual will be taken.

If a subsequent failure of the same practice involving the same individual is reported then follow up action may take place in line with the airports disciplinary and capability procedure. This process may include re-training.

All non-compliances recorded against staff members will be recorded by their line manager.

Monitoring of Standards

For clear breaches in procedures a report of the incident shall be made. Should the breach be of a serious nature, disciplinary action may follow and the staff member suspended until a full investigation can take place by the investigating officer.

All reports shall be passed to the Accountable Manager. A copy of the report shall be passed to the offending person, and to the individual’s employer.

The individual’s employer is obliged to respond in writing to the Accountable Manager within 14 days from the date of issue advising of remedial action taken to prevent recurrence.

Equipment which is deemed to be unsafe for the task for which it is being used shall have the same parameters attached.

Suspension of ID/Permit

If a clear and serious breach or persistent floundering of regulation/procedure has occurred, the ‘Airport Company’ retains the right to remove the ID or permit from any individual operating airside.

In such cases, the individual’s employer shall be informed immediately.

The immediate removal or suspension of ID/permits shall only be done by the following Airport Management:

• MoATS

• Senior Airport Fire Officer

• Senior Airfield Engineer

• Airside Manager

• Security Manager

• Passenger and Customer Service Manager



Records

All records shall be kept on file for a period of twelve months and may be used for audit purposes and identifying operational deficiencies.

The issue of tickets may be used in any formal or statutory investigation that may be required to take place.

Company Responsibilities

IT IS THE RESPONSIBILITY OF ALL COMPANIES TO MAKE ALL STAFF AWARE OF THIS PROCEDURE.



2.8 ASI 8 – Aircraft Turnaround Management

Handling Equipment

Staff shall always ensure that the equipment to be used for the handling of each flight is correct for that type of aircraft and task. Staff shall observe the 2 metre rule that ensures all non-essential ground equipment and vehicles are kept a minimum of 2 metres away from the aircraft to reduce the risk of aircraft damage.

Prior to using an item of equipment, the user shall check that there are no obvious defects. It is particularly important to check that the brakes are in working order. Checks must be made of: -

• Vehicle pack, fire extinguisher and first aid box

• Daily and Weekly checks

• Obstruction light / all vehicle lights.

• Fuel – make sure there is sufficient in the tank.

• Any leaks [petrol, diesel, hydraulic fluid, oil, water].

Any defects shall be reported immediately by using the Vehicle Defect Reporting Process

A review of all reported defects will be undertaken periodically as part of the Airport Operations Quality Assurance and Quality Control Programme.

Ground equipment must always be manoeuvred with care, especially when near an aircraft. In particular, when manoeuvring in the vicinity of aircraft, there must always be someone outside the vehicle to guide the vehicle. A vehicle guidance person shall be used when the driver perceives there to be a risk of collision.

Unless there is an operational requirement, equipment must not be driven under any part of an aircraft.

When operating a forklift in a restricted area, there must always be someone available to assist the driver with positioning.

Equipment must not be positioned too close to an aircraft during loading/unloading, as the aircraft may rise/settle during the operation.

Ensure that the brakes (or chocks) are on and stabilisers are down when equipment is parked or unattended. No vehicle should be left unattended with the engine running.

Ensure that the brakes are off and stabilisers are raised before towing or moving an aircraft.

Equipment and vehicles, which are not in use, shall be parked in the designated equipment parking areas.

No equipment is to be parked in potential engine blast areas. GPUs shall be shut down and parked in the equipment parking area when not in use.

All accidents, incidents (including near misses) shall be reported immediately to the line manager supervisor who will advise the on call senior manager with any of note escalated to the Accountable Manager

Arrival Procedures

There is a particular risk of jet blast and prop wash causing damage or injury when an arriving aircraft is taxiing on to stand. The risk is further increased if for any reason the aircraft stops, and then applies additional thrust required to ‘break away’ and continue the manoeuvre to the aircraft’s desired position.



Aircraft captains shall endeavour to keep engines running in order to limit the need for additional thrust.

Aircraft anti-collision light(s) shall remain on until the engines have stopped. By switching the light(s) off the Captain is declaring the aircraft to be safe for service operations to begin.

No personnel shall approach the aircraft until the anti-collision light(s) have been switched off.

Auxiliary Power Units (APU)

Aircraft APU generate high levels of noise and significant fumes.

The noise of an APU can mask the sound of approaching vehicles.

The use of APUs shall be minimised at all times, in particular during operations at night. Maximum operating time for an APU should be 30 minutes

Extended operating times are permitted when there is a genuine operational requirement

APU Failures

A problem/failure of the APU should be communicated to Air Traffic Control as soon as possible.

If the aircraft is required to depart with the APU problem unresolved, the aircraft will be allowed to start its engines on stand with the assistance of an air start unit and either be pushed back or the aircraft move off under its own power.

Equally, if an aircraft develops a problem/failure with its APU on stand, then the same parameters will apply.

Ground Power Units (GPUs)

Constant running of GPUs can cause high levels of noise on the apron; they are an additional obstruction to free movement around a parked aircraft and, if poorly maintained, may deposit oil spillage on the stand.

GPU operations must be carried out by a minimum of two trained operatives at all times

Operatives must carry out a walk around of the tug and GPU to ensure all hoses are disconnected prior to driving away from the aircraft. Passenger & Crew Steps including AVI Ramps

It is important to ensure that aircraft steps are safe for use. Checks shall be made to ensure that the treads and handrails are safe, secure and free from oil and grease.

The Airside Services Staff shall ensure that in periods of freezing conditions aircraft steps are kept clean of any snow, ice or frost. Any sign of ice or frost shall be de-iced with appropriate fluids/granules.

Check that the braking system is in working order. Brakes shall be applied when the steps are stationary. When chocks are used, ensure that these are positioned to the main wheels. Stabilisers and locks must be engaged when steps are positioned for use.

All steps shall be kept off stand until the aircraft’s anti-collision light(s) has been switched off and marshaller has given the all clear.



Check that brakes are released and stabilisers are raised before the steps are moved.

When aircraft steps are positioned to an aircraft, they must be placed squarely and safety stabilisers fully deployed before use. To avoid aircraft damage, a small gap (less than 3 inches) must be left between the aircraft and steps and guard rails not pre-positioned. Operatives must ensure they are familiar with the aircraft by referring to the airline ground handling manual to ensure the aircraft steps are suitable for the aircraft type.

Once the aircraft steps are positioned and stabilisers secure, operatives shall make their way to the top landing and will pre-position one guard rail as per the airline ground handling manual requires. The operative shall then knock twice on the passenger door and step back whist the door is opened by a member of the cabin crew. Once the door is fully open, the second guard rail must be slid forward and locked to close the gap between steps and aircraft before being used by passengers.

Steps should never be positioned or moved under any part of an aircraft.

Passenger steps shall not be removed unless the aircraft captain has approved their withdrawal.

Aircraft Hold Doors

When opening/closing aircraft doors, always carry out the correct procedure for the type of aircraft. This will normally require the door to be correctly seated before being locked. Open hold doors with caution, carefully locking them in the open position. Do NOT throw them open. Damage to locking mechanisms can cause catastrophic damage to the airframe in flight. All staff should consult with the aircraft operating manual should any doubt exist with this procedure.



Passenger Handling

The movement of passengers walking on the apron must be strictly controlled and safeguarded. Passengers are particularly vulnerable and generally unaware of the dangers around them.

It is the responsibility of ground handling staff to guide and control the safe movement of passengers on the apron. This responsibility extends from the time passengers leave the terminal building and entering the airside area to when passengers enter the aircraft, and vice-versa, from leaving the aircraft to entering the arrivals facility.

There must be no less than two escorts provided on all occasions during embarkation and disembarkation of aircraft. Any group of passengers transferring from the gate to the aircraft, and vice-versa must be led by one escort with a second escort following at the tail of the group.

On the occasions when aircraft are required to park on STAND 23. Three escorts shall be provided to facilitate the safe embarkation or disembarkation (past the equipment parking area) of passengers.

To prevent access onto the apron by any unsupervised passenger(s), it is essential that the escort at the tail of any group secures the access door between the gate and the apron prior to leaving this location.

Passengers must not be allowed to roam free with the possibility of facing hazardous situations. Passenger routes should not pass below aircraft wings, beneath fuel vents or close to propellers or rotors of the aircraft they are boarding/disembarking or those of aircraft on adjacent stands. There is a particular risk of jet blast and prop wash causing damage or injury when an aircraft is taxiing off stand.

Where steps are being used for front and rear passenger use, the ACO should make provision for wing watching to ensure passenger routes do not pass under the aircraft wing or alternatively make provision for passenger integration guidance systems (PIGS) to restrict this movement.

The passenger agent escorting passengers is responsible for the enforcement of a total ban on smoking in the airside area.

The passenger agent escorting passengers is responsible for the enforcement of a total ban on the use of mobile phones in the airside area.

The passenger agent escorting passengers is responsible for the enforcement of a total ban on the use of digital cameras whilst aircraft are being refuelled.

When handling passengers with reduced mobility, close coordination and clear communication between crew, ACO and passenger agents staff is essential. Passenger agent staff must take care when using wheelchairs

Only trained personnel may use specialist PRM mobility aids such as the AVI ramp and Stair climber.

In addition, all employees working airside shall be responsible for passengers on the apron, and shall ensure that passengers do not:

• Proceed onto the apron from an aircraft or gate door when an aircraft is arriving on the adjacent stand to the port side of the aircraft. Only when that arriving aircraft has come to a complete stop, engines are shut down and the anti-collision lights switched off shall the movement of passengers proceed.

• Wander from the established route between the gate and the aircraft or vice-versa



• Any person arriving at the gate and wishing to board an aircraft after the escorts have vacated this position must not be allowed access to the apron until such time as an escort is available.

Passenger Escorting Training

Staff who have specific responsibility for escorting passengers on the apron shall be provided with training to ensure that:

• Should staff working airside observe any failure to comply with the requirements listed, the circumstances should be reported to their team supervisor or line manager.

• They are familiar with the requirements of this procedure and other Airside Safety Procedure relevant to their role and responsibilities.

It is the responsibility of the Airport Company responsible for passenger escort to ensure that staff comply with the requirements contained in these procedures.

The Airport Company shall monitor the escorting of passengers to ensure compliance.

A record indicating the names of persons trained, the date of provision of training and the content of training provided must be maintained by NQY Airport.

Airline Responsibilities

Upon arrival, passengers shall not be permitted to disembark from an aircraft until passenger escorts are available to ensure that passengers are safely escorted from the base of the aircraft steps to the arrivals hall.

Airlines must ensure that their cabin crew are aware of this requirement and appropriate procedures and instructions are promulgated to staff.

Baggage & Cargo Handling

Baggage and cargo should always be handled with the utmost care, both in respect of the item and personal health and safety.

Never throw baggage or freight as this could cause personal injury or damage to the item.

Where practical ‘heavy’ baggage shall be loaded on the bottom and appropriately labelled over 15kgs. Maximum permitted weight of baggage is 32kgs. Any bulky item shall be subject to an individual risk assessment by a competent person.

Baggage being moved on trolleys must be secure so that there is no danger of it falling off. Any damage caused to an aircraft during the process of baggage or cargo loading shall be reported to the line supervisor who will advise the AM or on call manager, and the Captain in-charge immediately.

The appropriate documentation must be completed and sent to the AM who will liaise with the airline and regulator as deemed appropriate.

Hazardous Cargo

Extra care shall be taken when handling cargo carrying a dangerous goods label. Where necessary or if there is any uncertainty, staff should seek the advice of the Airline and/or supervisor/line manager.

When handling damaged packages which have a dangerous good label attached, the following precautions should be used:



• Do not allow the contents of the package to come into contact with you.

• Do not inhale any vapour or fumes / Guard against fire.

• Never load or unload cargo, which is or is suspected of being damaged.

• Report all damaged radioactive material. Inform the RFFS and your Supervisor immediately.

The integrity of the aircraft structure and operation may be adversely affected by spillages of powders and liquids in aircraft holds. Report ALL spillages of powders and liquids to the LC and the aircraft Captain without delay.

Spill kits will be replenished as required by the AM.

All ground handling staff are trained to Category 6. The airport has nominated staff who are the dangerous goods trainers and should be consulted regarding any Dangerous Goods issue.

Apron Safety Checks

Regular inspection of the apron area is the responsibility of all those working airside to ensure that all areas are serviceable and kept clear of obstacles, debris and foreign objects. All persons working airside have a responsibility to keep all areas clear of FOD.

The LC shall be responsible for assigning trained aircraft de-icing operatives ensuring passenger safety during periods of frost/ice/snow conditions by de-icing surface areas, which may be affected using the appropriate de-icing fluids.

Departure Procedures

Flight deck crew and the ground crew shall be in verbal contact or standard hand signals must be used.

The aircraft anti-collision light(s) shall be switched on before engines are started.

Clearance for start-up shall be obtained from Air Traffic Control.

Ground crew shall ensure the area immediately behind an aircraft and the area in front of the engine intake is clear of equipment, vehicles, passengers and staff.

In addition, the Airside Services Staff shall ensure that no other aircraft is on or approaching the taxiway centreline, or about to manoeuvre off an adjacent stand.

Powerbacks

There is no facility for aircraft power backs, except under extreme circumstances, which will be determined by AM. If such action is deemed necessary, then appropriate measures will be taken to remove potential hazards from the area surrounding where the power back will take place.

Aircraft Marshalling & Aircraft Start Up Procedures

The apron services management provider is responsible for ensuring that a stand is safe for use prior to any aircraft movement.

Stands must be left in a safe condition including the removal and safe stowage of aircraft chocks



Safety

The following safety practices must be followed:

• All persons undertaking marshalling duties shall wear high visibility clothing, conforming to BS EN 471

• Prior to marshalling an aircraft into position, the marshaller must ensure that the area is free of FOD, equipment and vehicles. Any vehicles moving in the vicinity should be given instructions to ensure that they do not impede the passage of, or endanger the safety of the aircraft.

• On stands requiring a marshalling service, if the marshalling service is unavailable then the aircraft should be held off stand until the service can be provided.

• Marshallers must ascertain that the intended parking area is suitable for the aircraft concerned.

• In the event of apron congestion, two or more Marshallers may be necessary. Only one marshaller shall marshal at any one time, making the correct handover signal to the number 2 when appropriate.

• Marshallers must remain particularly aware of engine hazards.

When it is necessary to park an aircraft closer than the standard apron markings indicate, one or more wing tip Marshallers shall be used. Separation distance will be in accordance set out in IATA’s Airport Terminal Reference Manual

Marshalling Signals

Marshalling signals used for the ground movement of aircraft and signals made by a pilot in an aircraft to a marshaller on the ground shall conform to the provision of Rules of the Air Regulations Rules 47 and 48 respectively and illustrated in CAP637. Copies of these signals are available from the LC or Airside Manager.

Marshalling signals given by day shall be with the use of marshalling bats; those given by night shall be with the use of illuminated wands. Only trained and proficient handling agents shall provide marshalling service to aircraft.

Under no circumstances shall a person marshal an aircraft without marshalling bats or wands.

Qualifications and Responsibility

Only personnel, who have successfully completed an appropriate course of training either administered by Cornwall Airport Newquay, or recognised by Cornwall Airport Newquay, shall provide marshalling service.

Whilst marshalling is being provided, the marshaller is responsible for the safe movement of the aircraft and avoidance of obstacles.

Marshallers shall at all times remain aware of aircraft engine hazards.

Unless for avoidance of imminent danger, pilots shall be expected to comply with the signals given by a marshaller.

Prior to providing marshalling, Marshallers shall ensure that:

• Marshalling bats or wands are serviceable

• Ear protection (which shall be worn) is serviceable



The Airside Manager shall be responsible for ensuring all staff remains trained and proficient to marshal an aircraft.

Operating Procedures

Marshallers shall position themselves in order that the pilot of the aircraft can remain in visual contact with the marshaller during the time that marshalling service is being provided.

If more than one marshaller is being used for the movement of one aircraft, each marshaller shall be positioned in order that the marshaller accepting responsibility for the aircraft is clearly visible to the previous marshaller at the time that responsibility is transferred.

The Airside Manager shall maintain all training qualification and competency records on the red kite database.

Marshalling in Strong Wind Conditions

The following guidelines are issued when marshalling in strong wind conditions:

In mean speeds up to and including 30 kts, normal marshalling procedures will operate. If the mean speed is 30 kts or above, or gusting up to 38kts, the ACO will closely monitor conditions and assess the risk. Marshallers must be briefed to take extra care but may continue marshalling as normal. Wind speeds between 38 & 46 kts may affect a persons’ balance. However, marshalling may continue with caution.

The ACO should liaise with the ATCO to determine the conditions and may suspend marshalling if it is determined that there is a risk to safety. In such circumstances the ATCO is to be informed and he/she will advise pilots of any taxiing aircraft that marshalling will not be provided.

In wind speeds over 46kts, the ACO may suspend marshaller operations if it is considered to be hazardous.

Apron Safety during strong winds

All persons working on the apron have a duty of care to ensure that safety of personnel and the safe operation of aircraft is maintained at all times.

Airside Training Responsibilities

The Airside Manager is responsible for the training and competence of marshalling staff. Pilots are responsible for the safety of the aircraft whilst taxiing.

Training and Testing

The training and testing of personnel involved in airside operations, the driving and operation of vehicle and machinery on the apron and apron safety procedures will be in accordance with the regulations and guidance contained in CAP 642 – Airside Safety Management and the Airside Safety Procedures Manual.

Aircraft Start Up Procedures

The marshaller shall complete a visual inspection of the aircraft prior to aircraft start up to ensure all doors are closed and there is no sign of any FOD issue within the vicinity that may cause danger to the aircraft.

Headsets shall be used where possible otherwise the marshaller shall use recognised hand signals at all times.



The pilot must seek permission from ATC prior to engine star

The handling agent must complete a FOD inspection of the stand after the aircraft has departed.

Aircraft Follow Me Procedure

A follow me vehicle is available on request to the handling agent in accordance with the Airside Safe Working Procedures Manual.



2.9 ASI 9 – Airside Competency & Training

General

The principle duties in respect of people at work (including) airside are outlined in the Health and Safety at Work Act 1974 and can be summarised as follows:

• Every employer has a duty to ensure so far as is reasonably practicable the health and safety of any individual who might be affected by any work activity within the control of the employer.

• Every employee has a duty to take reasonable care for the health and safety of himself and other persons who might be affected by their acts or omissions.

The accountable manager has a duty to ensure so far as reasonably practicable the health and safety of others who use that place of work. This is particularly important for the common user areas and for issues which require co-ordination across the airport. The responsibility is limited to ensuring co-ordinated action on H&S matters and ensuring cooperation between employers in aspects of managing safety.

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

Training and Competency

The particular risks that are inherent in airside operations and the type of activities which are necessary to turn round and service an aircraft make the ramp and other aircraft movement areas potentially dangerous places for unsupervised persons who do not know the hazards.

It is both a statutory requirement and a personal safety imperative that ALL employees who are required to work on the ramp or aircraft movement areas, are competent at their job, and have been trained in the safety procedures required for the activities that they carry out.

It is required that all employers provide adequate training for staff to enable them to undertake their duties safely before working on the ramp or in other aircraft movement areas unsupervised.

Consistency of operating procedures in a complex working environment can help minimise accidents and incidents. It is important that employers ensure that all staff are able to recognise and understand written, verbal and signposted safety instructions and guidance. The Airside Safety & Security Committee agreed a common set of minimum personal competencies for undertaking various apron activities.

An adequate training programme would include imparting an understanding of the following:

• Health and Safety legislation requirements

• Local Emergency Procedures

• Current Airport Standing Instructions

• The importance of reporting Accidents and Faults

• FOD hazards

• Aircraft hazards (Turnround activity, jet blast and ingestion, noise and fuel spillage)

• Non Aircraft hazards (Vehicle, equipment, Airbridge driving and parking, speed limits,

• fuelling safety and adverse weather conditions)

• The requirement to wear appropriate PPE



• Fire Safety requirements

• Enforcement Agencies at the airport.

• Co-operation with other airside users.



2.10 ASI 10 – Airside Driving

General

All vehicles operating airside must possess an Airside Vehicle Permit (AVP) and all drivers airside must possess an Airside Driving Permit (ADP) or must be escorted where a Temporary Airside Vehicle Permit (TAVP) will be issued.

A record of all drivers training and testing is maintained by the Airports database system.

All personnel operating Airport Company vehicles shall have radio communications available at all times and be UHF 1 radio communication equipped. All personnel who have reason to drive on the Manoeuvring Area are subject to the requirements of the Airside Driving Permit (ADP) Scheme.

All vehicles operating on the manoeuvring area or apron are required to be fitted with, and display an obstruction light as required by CS-ADR-DSN Chapter Q, unless under escort by a suitably-equipped vehicle. Minimum vehicle standards and livery must be adhered to as laid down by CAP642.

The UK Airside Safety Working Group has developed schemes for Airside Driving Permits (ADP) and Vehicle Permits (AVP) as recommended in CAP 790 and CAP 642 respectively. Only those persons and vehicles in possession of permits will be allowed on the airside unescorted.

The SAFO will ensure all staff is briefed on any change in rules or regulations.

Any person driving airside must do so in accordance with the following:

• Airside Driving Permit Scheme

• Airport Procedures and Instructions.

• Specific Employer Procedures and Instructions.

• Airport Medical Standards.

• Health and Safety Requirements.

• Security and Safety Procedures

• Testing and Validation Procedures.

Airside Areas

The airside is that part of the aerodrome where aircraft operate and is accessed through a control point.

For the purpose of airside driving, the airside comprises three principal areas that are identified in recognition of the increased level of risk:

• The apron - A defined area on the aerodrome provided for the positioning of aircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo and for parking.

• The manoeuvring area - That part of the aerodrome provided for the stationing 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. For the purposes of this document and an Airside Driving Permit (ADP) Scheme the manoeuvring area is divided into the area excluding runways ('M' Permit) and including runways ('R' Permit).

• The runway – A defined rectangular area on a land aerodrome, prepared for landing and take-off run of aircraft along its length.



Yellow paint markings on the ground are for guidance for aircraft. White markings on aircraft stand areas are for the control of vehicles and equipment, and indicate the boundaries of stands and equipment parking areas, and cross-hatched areas which must be kept free of vehicles and equipment. A continuous double white/black line at the back of stands delineates the boundary between the apron area and the manoeuvring area.

Procedures for Driving on the Manoeuvring Area

The following regulations are to be complied with when driving on the Manoeuvring Area:

• All vehicles must give way to aircraft, except where a vehicle is towing an aircraft;

• The driver must be equipped with RT operating on the Aerodrome Frequency and must maintain two way communications with ATC;

• The vehicle’s obstruction light is to be switched to the ON position at all times

• Vehicles are not permitted to enter the Manoeuvring Area without the authority of ATC;

• Drivers must comply with all instructions issued by ATC. All clearances by ATC to proceed on specified routes are to read back precisely before proceeding;

• Vehicles are not to be driven past the runway guard lights, if access is required, vehicles shall hold before crossing the active runway;

• The maximum speed limits on the Aerodrome are:

➢ Apron 15MPH ➢ Manoeuvring Area 30 MPH unless ATC request to expedite due to an

unplanned event e.g. emergency situation ➢ In occupied Stands 5MPH

➢ In reverse 5MPH (a banks man must be present around aircraft and other safety critical areas)

• Where fitted seat belts shall be worn on all vehicles being driven on the Manoeuvring Area

• Seats belts shall be worn where fitted on the apron area unless the vehicle or ground equipment doors are fully closed and locked

• Vehicles shall be driven at a minimum of 50 metres behind taxiing aircraft;

• Vehicles/GHE are not to be reversed without assistance of a banks man in a safety critical area e.g. Apron and in close proximity to an aircraft or building, fellow workers or passengers

• As a FOD prevention measure, vehicles must have all doors and shutters closed while moving on the airside. All loads carried must be properly secured before the vehicle enters the airside;

• All vehicles operating on the airside must be marked with the operator’s livery or name. An exception to this rule is vehicles under escort and that have been issued by a TAVP

• Vehicles are not to be parked on or near taxiways without the strict instruction and permission of ATC to do so;

• Driving in the immediate vicinity behind an aircraft when the aircraft’s anti-collision lights are on is prohibited;

• Vehicles must not be driven under any part of an aircraft, except where it is essential to service the aircraft e.g. maintenance, refuelling etc.



• Drivers must not approach an aircraft until it is stationary and the aircraft’s anti-collision lights have been switched off unless they have been specifically trained to do so i.e. Rotors running turnaround.

• Extreme care must be exercised when manoeuvring close to passengers. Pedestrians shall have right of way at all times, especially when passengers are crossing pedestrian crossings on to head of stand.

• No person other than the driver is permitted to ride on a vehicle unless the vehicle is fitted with seats and the passenger occupies the seat;

• At night and in conditions of low visibility, all vehicles are to comply with the lighting requirements of the Road Traffic Act;

• Vehicles towing aircraft during the hours of darkness are to display obstruction lights.

• Vehicles with a valid AVP driven by a suitably qualified person of an ADP are permitted to cross the active runway when authorised by ATC.

• Vehicles doors shall remain closed when in motion and not left open especially during strong winds when an injury and/or accident may occur

The holder of the Airside Driving Permit is required at all times to operate within the rules and procedures as outlined by Cornwall Airport Newquay.

These procedures are documented in:

• The Air Navigation Order 2009 as amended

• Airside Safety Management (CAP 642 guidance)

• Radio Telephony Procedures (CAP 413 guidance)

• Requirements for an Airside Driving Permit (ADP) Scheme (CAP 790 guidance)

Airside Driving Permit (ADP) Scheme

Only those individuals whose role requires regular and frequent access to the airside will qualify for the issue of an Airside Driving Permit.

An individual with a requirement to drive airside will in the first instance need to undertake an initial airside driving course. The permit is renewed as required by attending a revalidation course. If an individual allows their permit to lapse by a period greater than 90 days then the individual will be required to attend an initial level course before being allowed to drive airside and issued a new ADP.

Any individual who wishes to drive at Newquay and already hold a valid Airside Driving Permit from another UK aerodrome must attend a refresher level course prior to being issued a permit for Newquay.

Types of Permit

ADP’s are issued to cover three specific areas of the airfield.

The ‘A’ Permit is for airside roads and aprons

The ADP ‘A’ permit may be valid for up to 3 years and falls due for revalidation at the anniversary of the date of issue. In order to be revalidated, the competence of the permit holder must be demonstrated by a refresher course and assessment.



Employers must confirm the driver still holds the necessary current UK EC/EEA, or foreign equivalent driving licence and continues to meet the minimum medical requirements.

Records of training and assessments for the ‘A’ permit must be retained. Third party trainers/assessors must ensure that records are available for audit by the aerodrome operator.

Example ‘A’ Permit

The ‘M’ Permit is for manoeuvring areas excluding runways.

The ADP ‘M’ permit may be valid for up to 3 years and falls due for revalidation at the anniversary of the date of issue. In order to be revalidated, the competence of the permit holder must be demonstrated by a refresher course and assessment.

Example ‘M’ Permit

The ‘R’ Permit is for manoeuvring areas including runways

The ADP ‘R’ Permit may be valid for up to 3 years and falls due for revalidation at the anniversary of the date of issue. However, the holder must undertake annual competence checks to maintain the validity of the permit. In order to be revalidated, the competence of the permit holder must be demonstrated by a refresher course and assessment.



Example ‘R’ Permit

Airside Driving Permits are the property of the Airport Company and must be returned:

• On demand by the Company.

• When the employee ceases to be employed on the Aerodrome.

• If a holder loses his/her DLVA Driving Licence.

• On demand as a penalty for a driving offence.

Medical Requirements

An ADP is only valid in conjunction with a medical certificate. Drivers must be medically fit to drive to DVLA Group 1 standard and this will be confirmed by undertaking medical examinations with an approved Occupational Health Service Provider. The ADP scheme requires;

a) An initial and renewal medical examination to align with DVLA Group 1 standard; b) Medical assessments to relate to occupational age limits e.g. LGV; c) Medical assessments where DVLA health conditions are declared by the driver; d) Reviews following driving accidents or incidents at work.

Work Equipment – Certificates of Competence

Any individual required to drive a motor vehicle as part of their job role must hold the appropriate DVLA license for that group of vehicle. The company maintains a register of motor vehicles and their DVLA license category. It is the responsibility of the ADP holder to check that they hold the appropriate license for the type of vehicle that they are required to operate.

Any individual required to use an item of plant must hold a certificate of competence issued by a competent authority. It is the responsibility of the ADP holder to check that they hold the appropriate certification for the type of plant that they are required to operate.

Trainer Qualifications and Quality Assurance Programme

The company defines the minimum qualifications for those involved in the delivery and assessment of the Airside Driving Permit scheme as the National Occupational Standards for individuals involved in training and assessment. Examples include, Preparing to Teach in the Lifelong Learning Sector (PTTLS) with a Level 3 Award in Assessing Competence in the Work Environment an NVQ Level 3 in Learning & Development or an Air Traffic Control on the job trainer instructor licence endorsement.



Any person delivering the ADP programme must be in passion of a current valid ADP for the level that they are teaching or assessing.

In order to maintain quality assurance over the programme, the candidates will be assessed by an independent assessor to ensure that minimum safety standards are maintained.

The training and assessment material shall be subject to a document control process to ensure consistency of delivery and a transparent assessment process. The performance criteria for assessment shall be based on the National Occupational Standards for operating a vehicle airside.

Any individual who believes that they have been disadvantaged by the conduct of an assessor while being assessed or are dissatisfied with an assessment outcome shall have the right to appeal. Should an individual wish to instigate the appeals procedure, they must appeal in writing within five days of receiving each assessment result.

The appeals procedure is in three stages and each stage must be fully explored before the individual can initiate the next stage.

Stage One – The individual must appeal in writing to the assessor for consideration. All evidence will be collected and assessed for fairness of assessment and a meeting to discuss the findings with the candidate will be made.

Stage Two – Individuals who are not satisfied with the Stage One outcome can then appeal in writing to the Senior Airport Fire Officer (SAFO). SAFO will appoint an independent manager to hear the appeal.

An interview with the individual and the assessor will be held to ascertain the facts, and the appointed manager will make a decision as to the assessment result. The appointed manager may suspend the hearing to allow the candidate to be independently assessed as part of the process.

Stage Three – Individuals can only proceed to Stage Three after Stage Two has been fully exhausted. Appeals must be submitted in writing to the Accountable Manager. At the discretion of the Accountable Manager, the appeal may be referred to an external training provider.

The decision of the Accountable Manager will be final.

Management of Driving Standards on a Day to Day Basis

All operators have a general responsibility for the standards of airside driving and to report any incidents.

The Airport Company will actively monitor the airside environment to ensure compliance with airside safety regulations and the Air Navigation Order.

The Airport Company reserves the right to conduct audits of operators’ records of staff training and testing of vehicle maintenance and testing, and such records must be produced on demand. In addition, the re-testing of drivers and inspection of vehicles may be required at any time.

Any breach of the provisions of these instructions will lead to the temporary withdrawal of the offender’s ADP pending further investigation and/or the issue of an enforcement notice. For repeat offences or gross infringement, the offenders ADP may be permanently withdrawn.



In cases of gross infringements, the Airport Company reserves the right to remove the vehicle from the airside environment.

Management of the ADP Scheme

Application

The issue of Airside Driving Permits is governed by the following conditions:

• The applicant has to hold a permanent airport security pass at the Airport for no less than 1 month.

• The applicant shall hold a valid driving licence appropriate to the motor vehicle being used. In the case of items of plant, a Certificate of Competence issued by a competent authority.

• The applicant must pass the Airside Driving Medical conducted by an approved medical practitioner. Airside users must produce medical documentation to ensure these standards have been met should the medical not be conducted by the Airport Company’s medical service provider.

• The applicant must complete a Company application form available from the Airport Operations Administrator which must be endorsed by the individual’s manager or Company sponsor.

• The applicant is to forward the signed application form to Operations Administrator for action. The certificate providing evidence that the applicant is colour perception safe must accompany the application.

• The Airside Driver Trainers are to provide the applicant with a written brief on the rules governing driving on the apron, manoeuvring area or runway as appropriate. In particular, the brief must cover specific instructions for the crossing of runways and the significance of the ILS protected area.

• The applicant is to sit a written examination on airside driving procedures supervised by the trainer and shall obtain 85% pass mark for the issue of a permit.

• The applicant is to undertake a practical test under the supervision of a nominated assessor to prove their ability to navigate on the airside, use correct RT phraseology, and to demonstrate their knowledge of airside driving regulations.

• Following completion, new ADP holders shall have 1 week of close supervision.

• Those persons who hold Airside Driving Permits at other UK Airports, who require to drive airside at NQY Airport or who are transferring from another UK Airport, will only be permitted to do so following an airside familiarisation course.

Who can issue any warnings or penalties

Any individual who witness a breach of safety has a duty to report the incident to their line manager in the first instance.

Everybody has a responsibility for safety; however only those listed in ASI 7 can formally issue warnings or penalties.

The nominated manager who issues a warning or penalty is responsible for notifying the individual’s line manager. In the case of third parties, the Accountable Manager shall notify the relevant employer.



Use of a points and/or fines system, rules and totting up

The company manage the safe operation of the aerodrome through a points system for driving offences. Any driver who has total points of 12 or more within a 3 year period will be disqualified from driving under the ‘totting up’ process.

The following is a guide to the number of penalty points that could be given for an offence. It does not reflect the fact that some offences may lead to you being disqualified from driving airside.

Code Offence Points Duration

AC Failing to stop at an accident or failing to report an accident

5 to 10 12 months

BA Driving without a valid license or airside driving permit

6 12 months

CD

Careless Driving including

o Driving without due care and attention

o Driving without reasonable consideration for other aerodrome users

5 to 10 12 months

CU

Construction & Use including

o Causing or likely to cause danger by reason of use of unsuitable vehicle

o Using a vehicle with parts or accessories in a dangerous condition

o Causing or likely to cause danger by reason of load or passengers

o Breach of requirements as to control of a vehicle using mobile phones

3 12 months

DD Dangerous Driving 12 Lifetime

DR

Drink or Drugs including

Driving or attempting to drive while unfit through drink

Driving or attempting to drive whilst unfit through drugs

Failure to provide a specimen for analysis

12 Lifetime

SP Speeding 3 6 months

TT

To signify a disqualification under ‘totting up’ procedure. If the total penalty point reaches 12 or more within three years, the driver will be disqualified.



Appeals procedures

Any individual who believes that they have been disadvantaged by the award of penalty points shall have the right to appeal.

Should an individual wish to instigate the appeals procedure, they must appeal in writing within five days of receiving the penalty points.

The appeals procedure is in three stages and each stage must be fully explored before the individual can initiate the next stage. At each stage the individual must appeal in writing within 5 days of the judgement from the previous stage.

Stage One – The individual must appeal in writing to the assessor for consideration. All evidence will be collected and assessed for fairness of assessment and a meeting to discuss the findings with the candidate will be made.

Stage Two – Individuals who are not satisfied with the Stage One outcome can then appeal in writing to the Senior Airport Fire Officer (SAFO). SAFO will appoint an independent manager to hear the appeal.

An interview with the individual and the assessor will be held to ascertain the facts, and the appointed manager will make a decision as to the assessment result. The appointed manager may suspend the hearing to allow the candidate to be independently assessed as part of the process.

Stage Three – Individuals can only proceed to Stage Three after Stage Two has been fully exhausted. Appeals must be submitted in writing to the Accountable Manager. At the discretion of the Accountable Manager, the appeal may be referred to an external training provider.

The decision of the Accountable Manager will be final.

Record Keeping Requirements

Each individual shall have a portfolio which contains the following information;

a) Identification number; b) Name; c) Date of birth; d) Employer; e) Name of training organisation; f) Name of trainer; g) Date of completion of training; h) Date of validation; i) Assessment results; j) Date of revalidation; k) Infringement notices; l) Type of permit held; m) Driving history (accidents/incidents); n) DVLA checks; o) Any required medical evidence.

The information described above will be kept in a suitable format and shall be made available for audit.



AIRSIDE DRIVING PERMIT APPLICATION FORM

Surname: _______________________ First Name: _____________________

Airport Security Pass No: ________________________________

Job Title: __________________________ Company: __________________

Contact Details to confirm course details___________________________________

Driving Licence Details Do you possess a current, valid Full UK/EU driver’s licence? YES/NO

Licence No. ________________________________

Type of Licence Held: CAR LGV PCV SPECIALIST VEHICLE

Applicants Signature:

Date:

SECTION 2: Completed by Line Manager Permit Required: (Please tick)

A Permit Initial Renewal Apron and Roadways

M Permit Initial Renewal Manoeuvring Area

R Permit Initial Renewal Familiarization Runway

I certify that the above is a member of my staff and will be required to drive in the area specified, and is competent to drive such vehicles, equipment and/or plant. I authorise Cornwall Airport Limited to invoice my company for the standard fees and charges for the issue of the permit applied.

Signature: ______________________________ Date: _____________

Name and Position in Company: ________________________________________

The following items must be attached to this application otherwise it will not be processed: 1. A Copy of the Applicants UK/EU Driving Licence. 2. UK Airside Driver Permit Medical Certificate (please tick here if you require a medical, additional fees apply. I also consent for personal information to be shared in confidence with the airport company occupational health provider to arrange the airside driving medical) ם

3. Copy of the AOA UK Driving Permit - (best practice issued under CAP790). (This is only required for familiarisation if transferring from another airport).

1. Please forward all completed forms to Fay Smith, Administrator, St Mawgan House [email protected] (post or email).

For any queries please call 01637 861 064.

SECTION 1: Completed by Applicant

SECTION 3 : Completed by Line Manager




2.11 ASI 11 – Airside Vehicle & Equipment Standards

Introduction

Vehicles requiring airside access must be in possession of a current AVP and the driver must be in possession of an ADP. AVPs confirm that the vehicle is mechanically sound and safe to operate airside. ADPs confirm that the driver has sufficient knowledge to operate in approved airside areas.

Procurement of Equipment

All equipment should comply with the Provision and Use of Work Equipment Regulations 1998 Approved Code of Practice and Guidance.

Use of the flow chart below will cover the relevant factors that should be taken into consideration when selecting new equipment. It is important that during the process of selecting equipment that any Health and Safety issues are given adequate consideration. Equipment to be provided must be suitable by design, construction and adaptation for the actual work for which it is provided. This includes taking account of any reasonably foreseeable working conditions, any known health and safety hazards and any related risks in the premises where the equipment is to be used including any that may arise from the introduction of the equipment itself.

No item of equipment should be considered for evaluation or purchase unless a proven business case or other such assessment has been made which identifies the need for the item. The procurement will only then progress with the subsequent agreement of the budget holder(s) and the manager(s) with the established procurement responsibility (if applicable).

The equipment evaluation assessment is to be used as a means to:

• Determine the suitability of the item in relation to the functional requirement

• Ensure, so far as reasonably practicable that all Health and Safety Hazards have been identified and adequately resolved

• Identify any financial considerations, provision or constraints

• Identify any training, maintenance, repair or other such requirements as appropriate

• Record the details of the evaluation(s) through to the final determination of the item for procurement



PROCUREMENT OF EQUIPMENT FLOW CHART

Assessment of need and budgetary provision

Decision to proceed with procurement

Appoint project team where deemed necessary

Considerations ▪ Legislation ▪ Risk Assessments ▪ Stowage ▪ Cost ▪ Training ▪ Competency ▪ CE conformity ▪ Ergonomics ▪ Etc.

Establish terms of reference

Identify (other) suitable equipment options

Evaluate and customise

Accept Reject

Proceed to procure

Review ▪ Operator/technical

information ▪ Risk assess as appropriate ▪ Inspection and maintenance

Implement ▪ Training ▪ Risk Assessment ▪ Issue Information ▪ Inspection & Maintenance

Schedule

Commission equipment

Monitor and review equipment performance



Airside Vehicle Permits

Vehicle access to the airside area at Cornwall Airport Newquay is controlled by the Airports Aviation Security team. A vehicle will only be permitted airside with either an AVP or TAVP.

AVP’s are valid for a period of 12 months from date of issue.

All vehicles must have a valid AVP whilst airside. An AVP does not confer the right of entry and does not identify the driver or passengers.

All AVP applications are coordinated by the Airside Manager

Types of Permits

There are two types of AVP issued:

• AVP – valid for a period of 12 months from date of issue for a specified vehicle. An annual AVP will only be issued for vehicles needing essential access to all restricted and controlled apron areas and airside roads on a regular basis. It is the responsibility of the vehicle operator/owner to apply for renewal of an annual AVP.

• TAVP – valid for a specified period at the time of issue usually for a short period and issued to visiting vehicles that will be escorted.

Display of AVP

An AVP must at all times be clearly displayed on the vehicle windscreen.

Emergency vehicles, called to an emergency or major training exercise are exempt from the requirement to display an AVP.

Conditions of Use

A permit is issued subject to a “Declaration by the Applicant” indicating that the details provided are accurate and in order. The pass is issued to a specific vehicle and is by no means transferable. The applicant or sponsor is responsible for returning the AVP for cancellation under the following circumstances:

• When the purpose for which the pass has ceased.

• When the vehicle ownership changes.

• When the vehicle is scrapped or sold.

Cornwall Airport Newquay may cancel the AVP if:

• The pass has been defaced or altered in any way.

• The pass is found on a vehicle to which it was not issued.

Vehicle & Equipment Requirements

The applicant or sponsor is responsible for the safe operation and fitness of the vehicle or equipment it uses airside and is required to certify:

• That the vehicle/equipment for which the pass is required has been properly inspected, maintained and serviced by an appropriately qualified person within 12 months prior to the date of application and will continue to be inspected, maintained and serviced by an appropriately qualified engineer throughout the period of validity of the pass. This is to ensure that the minimum safety and performance standard is maintained.



• The applicant or sponsor will ensure that the frequency of inspections, maintenance and servicing is appropriate to the type and age of the vehicle and it is used in accordance with the manufacturers’ recommendations.

• That a record of the maintenance, servicing and inspections are readily available for inspection.

• Those only persons trained and competent to drive/operate that vehicle/equipment will drive it.

• That an electrical and mechanical inspection has been made by a qualified person and confirms that it would reach the required standard for an MOT.

Where appropriate the vehicle must hold a valid MOT certificate whilst it is airside.

The airport company reserve the right to conduct a safety inspection, at the expense of the applicant, of the vehicle in accordance with guidance CAP642 prior to the issue of an AVP.

The Airport Company have an onsite MT facility to carry out the mechanical CAP642 inspection where applicable charges apply.

NOTE: A copy of the MOT certificate must accompany the Vehicle Airside Permit Application form for each vehicle. In the case of a vehicle or GHE does not hold a MOT certificate, a CAP642 inspection will be mandatory

Obstruction Lights

The vehicle must be fitted with an omni-directional flashing obstacle light that meets the specification set out in CS-ADR-DSN, Chapter Q. In conditions where emergency vehicles not normally based at the airport are operated on airside areas, flashing blue lights, where fitted will be used and escorted by the airport authority.

Other Requirements

• The vehicle exhaust system must be in good order.

• The vehicle must be free of oil and fuel leaks.

• Any vehicle or trailer over 2.46m in length must have red or amber reflectors at or near each end, clearly visible in poor visibilities or darkness. High intensity reflective sheet material or reflective paint is an acceptable alternative.

• The vehicle must have lights illuminated at both ends during low visibility or hours of darkness.

• Trailers must have a proper parking brake system.

• Tow bars, even when not in use must be made clearly visible when being moved.

• Any load, loose baggage or freight must be securely fastened to ensure it does not fall onto aprons or airside roads.

• Consideration should be given to installing an effective fire extinguisher on vehicles that will be operating airside.

• The airport company will adopt recommendations Conspicuity marking requirements on goods vehicles contained within Road Vehicles Lighting Regulations 1989 (RVLR) entered into force implementing as amended in January 2010



Employers Responsibility

It is the employer’s responsibility to ensure that any employee or person who drives the employer’s vehicles meets the following requirements:

• The driver must be in possession of a full UK driving license (i.e. not provisional) that entitles the holder to drive the motor vehicle on a public road. The driver must hold a valid Airside Driving Permit, issued by Cornwall Airport Newquay. The driver must also be in possession of a Company driving permit proving that he or she has been trained and is competent to drive that vehicle. Access to those training records must be made available on request. Any person holding a non UK driving license shall be referred to the SAFO for approval.

• Periodically, instructions and notices are issued which regulate or amend procedures for the movement of vehicles airside. The employer must inform employees of any changes in these instructions or amendments and ensure they are adhered to.

Insurance Requirements for an AVP

The applicant must fulfil the following requirements before an AVP can be issued:

• Cornwall Airport Newquay requires the holder of an AVP to carry adequate insurance covering all actions claims, cost and demands in respect of any loss, damage or injury to property or persons (including fatal injuries) which may be made them or their contractors arising in connection with the use of a vehicle or equipment at Cornwall Airport Newquay.

• The policy or policies of insurance must remain in full force and effect during the currency of the AVP.

• Applicants must provide proof of minimum insurance cover of £5 million; this must indemnify Cornwall Airport Newquay.

• The sponsoring Company must certify that the sponsored company’ vehicle has the above insurance.

Legal Aspect

It is an offence under section 21B and 21C of the Aviation Security Act 1982, as amended by the Aviation and Maritime Security Act 1990 to:

• To give false information either for the purpose of or in connection with an application for an AVP or in connection with continued holding of an AVP that has already been issued.

• Go with or without a vehicle onto any part of the restricted airside areas of the airport without permission from the Airport Company.

Failure to meet the requirements above of the requirements in this guidance document can result in the removal of the offending vehicle from the airside area.



Control of Access

Only those vehicles, personnel and equipment essential to the operation, maintenance or development of the aerodrome are permitted to enter the Aerodrome Movement Area. The following rules must be complied with:

• The driver must be in possession of a valid Airside Driving Permit appropriate to the airside area to be accessed.

• The driver must be in possession of an Airport Security pass appropriate to the area to be accessed.

• The vehicle must have displayed the appropriate Airside Vehicle Permit.

Drivers with vehicles not meeting the full requirement above must be escorted by a compliant driver and vehicle.

Use of Escorts

Drivers without an ADP shall be escorted at all times.

UNESCORTED MOVEMENTS ARE NOT PERMITTED.

Crash/Access Gate

On limited occasions it may be more convenient to allow contractors or other parties to gain access via one of the crash or access gates. This may be permitted via the approval of the Security Manager

Parking of vehicles shall be prohibited in front of all routine access and Emergency Access Gates.

In these circumstances, it is of paramount importance that the necessary comprehensive airside briefing has been given to such persons.

Emergency Access Gate keys must therefore not be given to any non-Airport Company personnel unless approved by the Security Manager who has made the necessary arrangements.

Airside Vehicle Policy

Access to the aerodrome is the responsibility of the Security Manager. The control of authorised access is integral to the safety of personnel and the safety of aircraft operations.

Primary Access

This will be through Check Point One ‘CP1’ and Check Point Two ‘CP2’. Information on airside access and security procedures is contained within the Security Procedures Manual. Access via other access areas must only be with the express permission of the Security Manager.

Security

All staff are to adopt a responsible attitude towards security procedures and remain vigilant at all times. Where necessary, specific operational instructions will be issued relating to security matters.

Guidance relating to airport security issues is available from the Security Manager or Passenger Service & Security Supervisors. Passes will be issued to the based operators and crews who require frequent access to the Critical Part in order to undertake their legitimate business. Charges may be levied for pass issue.



Passes must be visible and worn whenever operating airside. All staff entering the critical part ‘CP’ must do so by using a recognised access point and undergo the appropriate screening.

(1)

(2)

(3)

(4)

(5)

(6)

(7)

(8)

(9)

(10)

“Newquay Airport shall be notified immediately of the loss/theft or failure to return a vehicle pass”

Name

Signed

Company

Date

I will bring the traffic and vehicle requirements as set out in the Airport Byelaws and Managing Director's

instructions, as modified from time to time, to the attention of all drivers who may use the vehicle for which

this pass is required.

The Pass is valid only when exhibited upon the windscreen of the vehicle it is issued and that any

defacement or alteration will render it invalid.

The Pass is concerned with access only to airside and does not confer the right to park in airside areas, and

that a vehicle reported for parking in airside areas may have its pass cancelled.

The Pass remains at all time the property of the Airport and will be returned to the Airport Duty Managers

upon request, or if the vehicle is no longer required for the purpose stated in Part 4 overleaf

Declaration by the Applicant

I, the undersigned, agreed that

In view if the nominal sum, if any, charged for the Pass I accept that all vehicles are admitted to and remain

on the aprons and service roads on the express condition that neither the Airport nor its servant or agents

shall be liable to any loss of, or damage to, the vehicle or its contents, however such loss or damage may be

occasioned. The Pass is the property of the Airport and is issued subject to Airport Byelaws and regulations.

I will ensure that the driver is aware that this pass applies to the Aprons and Airside roads only and that they

should not drive on the manoeuvring area (see note below) except when specifically authorised by the Airport

or ATC to do so.

The driver and any other persons carried (except airline passengers) will be in possession of an approved

identity document.

The vehicle has a valid MOT certificate where applicable under the Road Traffic act or should the vehicle

require no Road Fund Licence because it will not be required to operate on roads where the Road Traffic Act

applied, the vehicle has been inspected by a Motor Engineer within the past 3 calendar months of the date of

this application and that the mechanical and electrical condition of the vehicle meets the required standards

required for the issue of a MOT certificate under the Road Traffic Act. All vehicles should be serviced and

maintained to ensure MOT standards are complied with.

Copy of MOT Certificate

or Equivalent

Copy of Insurance Certificate Relevant Fee

Prior to driving a vehicle on airside for which a vehicle apron pass has been issued to me there will have

been taken out a policy or policies of insurance covering all actions, claim costs and demands in respect of

any loss, damage or injury to property or persons (including fatal injuries) which may be made against us or

any of our servants, agents or contractors, howsoever arising in connection with the use of the vehicles

airside, which policies of insurance we undertake to maintain in full force and effect during the currency of the

said Pass. The sum insured shall be such sum as is adequate to cover our potential liability in respect of the

said actions, claims and is in no event to be less than £5 million.

Any fee charged for the pass is not returnable upon cancellation of the Pass howsoever arising.

Position in Company

Attached to this application are the following:



Reason That Permit is Required:

Dates on which Permit is required Start: Finish:

Section Two - Applicants Details (ALL BOX'S TO BE FILLED IN)

Name:

Company Name:

Sponsoring / Escort Company Name & Address

Tel No:

Type Make Model

Registration No Colour (s) Company Livery Yes/No

Company

Amount of Insurance Cover

Temporary Airside Vehicle Permit Date Returned

……………………………………Date:…………..

Authorised Unescorted (Print name) ……………………………………

Issued By (Print Name

……………………………………

…………………………………….

……………………………………Date:…………..

Issued By (signature)

I, the undersigned, agree that:

Date:…………..

Authorised By / Escort (Print name)

Authorised Unescorted (Signature)

Authorised By / Escort (Signature) ……………………………………

Declaration by the Applicant

Section Three - Vehicles Details

Section One - Airside Permit Information Section One

TEMPORARY AIRSIDE

VEHICLE PERMIT

Please Complete the Application Form in Block Capitals & Return to Control

A. Vehicles which are admitted to & remain on the apron, service roads & movement areas at Cornwall Airport Newquay are on the express condition that neither the Airport nor it's servants or agents shall be liable to any loss or damage to the vehicle nor it's contents, however, such loss or damage may be occasioned. The Permit remains the property of the Airport at all times.B. The Permit is concerned with access only to airside areas & does not confer the right to park in airside areas. Any vehicle found to be parked airside, which is not authorised by Cornwall Airport Ltd will have it's Permit revoked.C. I will ensure that all vehicles listed in section one of this form will only be operated by fully trained and competent personnel & that all drivers will be in possession of an Airside Driving Permit, when driving in airside areas. Or will be escorted by an Airside Driving Permit holder.D. I will ensure that a system of maintenance exists that will identify and rectify expeditiously any faults or defects which may occur between annual inspections so that the vehicle remains safe for use.E. The Permit will be displayed prominently on the vehicle & that any defacement or alteration will result in the Permit being Invalid for use.

F. Cornwall Airport Newquay shall be notified immediately of the loss/theft or failure to return a vehicle pass.

Please contact Control Point 1 on Tel: 01637 861354 or Ext 330 for any Enquiries or Issues

regarding your Temporary Airside Vehicle Permit

T.A.V.P



Vehicle & GSE Defect Form

SERIAL NUMBER:

CAL/DEF2010/001

Date: Equipment name & number:

Defects (please give full & specific details):

CRITICAL / NON CRITICAL (PLEASE DELETE NON APPLICABLE)

I also certify that I have completed these checks in accordance with the CAL Vehicle/GSE Safety & Defect Policy and all defects have been reported to the relevant

departments

Signature & license number of person completing the defect form:

DISTRIBUTION: Top copy to departmental folder, 2nd copy to departmental manager, 3rd & 4th copy to GSE Engineer

Engineering comments:

Handed over to:

Job Card no:

Signature of engineer:

DISTRIBUTION: completed 3rd copy to ramp, 4th copy to be retained by GSE engineer.



2.12 ASI 12 Foreign Object Debris (FOD) Policy

The Airside Manager delegates’ responsibility to all airside users for taking adequate measures to ensure the safety of aircraft, vehicles and a person using the airside area by ensuring it is not affected by the accumulation of Foreign Object Debris. A fundamental element of the safety effort is to ensure that all movement surfaces remain in a clean condition and free from obstructions.

FOD

Foreign Object Danger Foreign Object Debris Foreign Object Damage

Over the years the acronym FOD has represented many phrases to describe the process leading up to or the actual damage caused to an aircraft by an item left on the ground. The FOD phrases above are all inter-related, one causing the other but not in any particular sequence:

• There is Danger of Damage to aircraft and life if Debris is present.

• If Debris is present there is Danger of Damage to aircraft and life.

• Damage that is caused by Debris results in a Danger to aircraft and life.

The key point about FOD (and its consequences) is that it is completely avoidable.

Therefore, it is important that we at Cornwall Airport Newquay have a Common Foreign Object Debris Policy to ensure that all users of the airport and aerodrome work together in the prevention of FOD related incidences and issues. This document is designed to outline FOD risk and put forward the Common approach to FOD prevention.

Given the potential for significant impact and disruption that can be caused by the effects of FOD it can never be underestimated the importance of an effective FOD policy and procedure and the removal of FOD from all critical operating areas at the airport. Three areas that require specific attention are:

• Runway FOD – this relates to various objects (fallen from aircraft or vehicles, broken ground equipment, birds, loose concrete etc.) that are present on a runway that may adversely affect fast moving aircraft (during take-off and landing). Runway FOD has the greatest potential of causing damage.

• Taxiway/Apron FOD – while this type of FOD may seem less harmful than the previous, it should be noted that jet blast, for example, can easily move small objects onto the runway.

• Maintenance FOD – This relates to various objects that are used in maintenance activities (e.g. aircraft maintenance, construction works etc.) and can cause damage to aircraft, people, equipment, buildings and other facilities at the airport.



Effects

FOD can cause damage in a number of ways, the most notable being:

• Damaging aircraft engines if ingested.

• Cutting aircraft tyres.

• Lodging in aircraft mechanisms preventing them from operating correctly.

• Injuring people after being propelled by a jet blast.

The resulting damage is estimated to cost the aerospace industry in excess of £2.9 billion each year.

Contributory Factors

A number of factors can affect the presence and handling of FOD e.g.:

• Poor maintenance of buildings, equipment and aircraft.

• Inadequate staff training.

• Pressure on staff not to delay aircraft movements by FOD inspections.

• Weather. FOD may be created by strong winds or may be blown onto the airfield or its detection can be hampered by adverse weather.

• Presence of uncontrolled (e.g. contractors’) vehicles on the airfield.

Defenses

Defenses against FOD include the following activities:

• Regular and frequent inspection of the airfield, including aircraft maneuvering areas and adjacent open spaces.

• Suspension of runway operations upon notification to ATC about FOD on or near the runway until FOD has been removed and the runway inspected, as necessary.

• Regular and frequent inspection of the airfield buildings and equipment and immediate repair or withdraw from service of items likely to create FOD.

• Inspection of the parking gate to ensure that it is free of FOD, including ground equipment, and of ice, snow or other material capable of reducing braking action (normally the responsibility of the airline representatives).

• Removal of FOD as soon as it is identified.

• Use of constant inspection systems (see subsection below for details).

• Implementing a FOD control program (see subsection below for details).

FOD Data Collection

Collection of FOD frequency data will assist in identifying FOD hot-spots and areas requiring special attention with a view to eradicating the risk.

Categories of FOD for Recording Purposes

For the purposes of clarity, Cornwall Airport Newquay will adopt 7 categories when recording or describing what type of FOD is found in any one instance. These categories may be changed at any time if circumstances dictate a need:

• Aircraft derived.

• Construction/Maintenance derived.

• Hold Baggage derived.

• Paved Surface derived.

• Vehicle derived, Waste material.



• Other.

For accuracy it may be necessary to use one of these as a sub-category to the main category or even invent a new one. This may be pertinent in the case of petrol, oils & lubricants.

• Aircraft Derived – Debris dropped from aircraft whether they be static or moving which can include nuts/bolts, panels and fuels & lubricants.

• Construction/Maintenance Derived – Debris/detritus from construction sites and/or as a result of maintenance works carried out on or near the aerodrome.

• Hold Baggage Derived – Items fallen from baggage on either the manoeuvring area or within the aircraft hold itself.

• Paved Surface Derived – Debris from damaged surfaces such as spalling of slab edges and joints.

• Vehicle Derived – Items falling from faulty/poorly maintained vehicles or from within the cab due to lack of care of occupants.

• Waste Material Derived – This can be items being blown from poorly secured dustbins and skips.

• Other – Any FOD that cannot be categorised as one of the above.

FOD Bins

FOD bins will be located at strategic positions around the airport:

• All Aprons and Key Access Control Points:

• Key airside locations including including GA Park, Fire Station Fire Training Ground and Motor Transport (adjacent Delta 2)

Each FOD bin will contain an instruction poster on the inside of the lid and a number of uniquely labelled, assorted sized containers each with a record sheet and pen. Any FOD collected is to be put in an appropriate sized container and the record sheet updated with the information requested. These containers will be collected periodically, their contents photographed and recorded details entered onto an Airport FOD database system.

Cornwall Airport Newquay will be active in the collection of such data with the results of its findings being published at frequent intervals and included in FOD awareness training.

FOD Control Program

A program to control FOD at Cornwall Airport Newquay will address four main areas:

Training

Airport personnel and tenants/stakeholders will receive training in the identification and elimination of FOD, including the potential consequences of ignoring it. This training will supplement the general FOD awareness incorporated into the airside driver-training curriculum.

Inspections

Carried out by airport personnel as detailed under ASI 19. On-going construction requires more frequent inspections. It may even be necessary to assign dedicated personnel to continually inspect for FOD during major construction activities. This will be written into any construction access plans prior to any works commencing.



Maintenance

• Sweeping. This may be done manually or with the airfield FOD BOSS, which is the most effective equipment for removing FOD from airside. The FOD BOSS removes debris from cracks and pavement joints, and should be used in all areas except for those that can be reached only with a hand broom. All airside areas, including aircraft maneuvering areas, aprons and gates and the areas adjacent to them, should be swept routinely. The areas in which ground support equipment (GSE) is staged should be swept periodically.

• Vehicle Inspections. Vehicles operating on the airside are to be inspected at regular intervals to ensure that they have no loose items that can fall off.

• Rumble strips. Driving over rumble strips can dislodge FOD from the underside of vehicles. The strips, which are between 10 ft and 15 ft long, can be moved and used at transitions from the landside to the airside, or adjacent to airside construction areas. Rumble strips will be used where appropriate during aerodrome construction works.

• FOD Bins. These are to be placed at strategic positions for the collection of debris. The containers should be emptied frequently to prevent them from overflowing and becoming a source of FOD themselves. Evaluating the debris collected in containers can identify its sources and indicate where personnel and equipment should be deployed for more effective control.

• Other means for preventing FOD damage include wind barriers and netting to restrict the movement of airborne FOD, fencing to prevent animals from entering the airfield, and well-maintained paved surfaces. If damaged pavement cannot be repaired immediately, aircraft should use an alternate route.

Coordination

Cornwall Airport Newquay will monitor FOD performance by means of a FOD AGENDA item as part of the ASSC committee made up of key departmental and stakeholder representatives.

2.13 ASI 13 – Apron Management

General

Sound apron management requires Air Traffic Control and handling agents to ask all non-scheduled arriving aircraft how long they are intending to stay and to co-ordinate closely with the apron handling agent.

One aircraft allowed to park without planning during a quiet period can prejudice optimum parking positions of several subsequent arriving aircraft. Equally it is not acceptable for aircraft to block optimum stands for extended periods thereby requiring passengers to walk further to reach the terminal.

Apron

Aircraft parking at NQY shall be coordinated by the Airside Manager based on the planned schedule. The duty airside coordinator shall ensure the allocated stand is suitable for the aircraft type. If in any doubt they must refer to the Airside Manager for clarification. A daily stand plan will be produced taking in to consideration the requirements of all operators and ground handling requirements.

Operating company, Airlines, or Aircrew are not permitted to countermand or alter any decisions and must comply with any parking instructions issued by the LC.



Any such incident should be reported to the Airside Manager

Aircraft Stand Planning

Alpha Apron

Given its proximity to the terminal building and aviation security critical part the Alpha Apron is the primary designated area for commercial aircraft parking at NQY. It is designed to allow for aircraft to park ‘nose in’ and/or self-manoeuvre. The Alpha Apron consists of four stands designed to Code C aircraft specification. These stands are defined as 20, 21, 22 and 23. Additional stands are available to the east and west of the Alpha Apron and are defined as 17, 18 and 24

Self-manoeuvring is a procedure whereby an aircraft enters an apron, parks and subsequently departs, at all times under its own power. Self-manoeuvring operations offer a saving on aircraft tugs and ground crews but the layout of stands requires approximately double the apron area of conventional nose in/push-back operations.

Aircraft that are self-manoeuvring still require a marshalling service for arrival and departure unless operating on the GA Park, BIH Apron, SAR Apron or CAAT Apron.

Due to the relatively high levels of engine power likely to be used for self-manoeuvring, there is an increased potential safety threat to buildings, installations, vehicles, equipment and personnel and passengers which must be controlled and managed.

A mixture of nose in and self-manoeuvre parking arrangements is permitted ensuring suitable wing tip clearance is maintained between stands. Particular attention must be drawn to the stand planning process when stands 21A or 23A are in use as these stands are specifically designed for B737-800 aircraft use. It would be standard operating procedure for jet operations to adopt a nose-in parking strategy. Unforeseen operational circumstances (e.g. staff sickness, weather, equipment failure etc.) may dictate a contingency plan for self-manoeuvre will be adopted with the approval of the Airside Manager. ATC and the air crew will be advised should this contingency plan be initiated.

Stand 24

• Maximum Capability Dash 8-400 (front passenger steps only) or combination of smaller GA Aircraft

• No refuelling permitted

• Only to be used in the hours of daylight or by special instruction.

• Extra care to safety must be exercised due to jet blast/prop wash from adjoining stands

Stands 20, 21, 22 and 23 – Main Alpha Apron

• Surface Markings drawing attached

• Refuelling Permitted

• Aircraft De-icing permitted

• Configured to accommodate up to 4 x A319 or B737-300 size aircraft parked in a nose in configuration or a configuration to accommodate 2 x B737-800 and turbo prop aircraft simultaneously.

• Self-manoeuvring for turbo prop aircraft only shall be done under marshalling conditions and shall be planned in advance and where the schedule permits.

• B737-800 parking is only available on Stands 21A and 23A

Stand 19

• Non-operating area restricted to BIH operations only



Stands 18

• Maximum Capability Dash 6 or combination of smaller GA Aircraft


• Only to be used in the hours of daylight or by special instruction.

Stand 17

• Permitted for use for Aircraft MTOW <7000kgs subject to the marshaller assessing the required turning circle for safe manoeuvre on/off stand



GA Park

• Permitted for use for Aircraft MTOW <3000kgs



• A dedicated walkway with appropriate signage are in situ to protect passengers and crew access and egress to the General Aviation Park

• Aerodrome vehicles parked within the ATC garage must be reversed in to position to ensure the safety of passengers and crew accessing the General Aviation Park is not compromised.

Echo Apron

• Permitted for use for aircraft up to CODE E

• For aircraft classified as > CODE C (MTOW 80t) they must shut down on the Echo taxi lane and towed to stand under marshaller guidance.


• All aircraft must be chocked to comply with the EASA certification

• Restrictions may apply during Winter Operations

• In the event of a mains power failure, mobile tower lighting will be provided to accommodate any night movements.

Foxtrot Apron

• Non-operating area restricted to SH1 operators only

Aircraft Parking and refuelling in other areas such as Hotel and Golf Aprons are subject to local restrictions by the apron management services provider. Aircraft parking for non-standard aircraft types will be subject to the express permission of AM in consultation with ATC. An appropriate risk assessment shall be issued with applicable TOI to all airside users to cover such eventualities.



COBHAM HELICOPTERS NIGHT FLYING NATO T

Reference: CAP168 Page 194 Art 6.15 (copy attached).

1. Cobham helicopters have a requirement to train students in the techniques of flying at night to a standard NATO T lighting display.

2. When this part of the course is scheduled, Cobham will liaise with the Tower to lay the T in grass area 9A. The shaft of the T will be parallel to the runway in use and approaches to the T are to be flown in as close to a ‘normal’ approach to 12/30 as is possible. This is to ensure normal obstacle clearance criteria are maintained.

3. A NOTAM to the effect that a non-standard T will be displayed to the south of the runway is to be sent, and aircraft making an approach to Newquay during the hours of darkness are to be warned on R/T.

4. The T is not to be used and these lights extinguished should the airfield enter LVP conditions or there is an abrupt alteration in the wind direction requiring a runway change.

5. All lights are to be removed from the grass area at completion of night flying.

Helicopters

Helicopter operations, particularly those of large helicopters, must be segregated from fixed wing operations whenever and wherever possible.

Due regard must be given to the characteristics of rotary operations including:

• The heavy downdraft produced by helicopters.

• Vulnerability of helicopters to jet blast, strong winds and rotor downwash from other helicopters.

• The risks associated with tail rotors.

• Vulnerability of high wing light aircraft to rotor downwash.

See also ASI 14 regarding rotors running refuelling.

Aircraft and Helicopter Towing and Pushback Policy

Aircraft and helicopter towing/pushback are permitted and must be carried out by trained and qualified personnel to the airline, operator and airport company standard. This includes the brake riding function if carried by a third party other than the crew.

All towing and pushback procedures must be carried out under supervision to ensure the aircraft towing procedure has been adhered too.

It is the tractor/tug driver’s responsibility to ensure that the tow vehicle, tow bar, radio and other associated equipment are serviceable for use prior to any tow commencing.

Whilst towing in confined areas or around aircraft or other obstacles, there must be an operative in attendance to assess wing tip clearances.

All training records for airport staff are kept by the Airside Manager (AM). For safety reasons, all other airside users who perform towing and pushback procedures must produce documentation to the AM (or in his absence the OCSM) to ensure third party personnel are suitably trained to National Occupational Standards.

See also – Section 9 Airside Safe Working Procedures Manual

Restrictions apply for Aircraft and helicopter towing and pushback operation where special conditions are issued



Royal / VIP Flights

Royal / VIP flights parking arrangements shall be done so in conjunction with Weston Aviation, Security Manager and OCSM.

2.14 ASI 14 – Aviation Fuel Management

Aviation Fuel Operations

General

The Dangerous Substances and Explosive Atmospheres Regulations 2002 (DSEAR) require employers to control the risks to safety from fire and explosions. DSEAR puts duties on employers and the self-employed to protect people from risks to their safety from fires, explosions and similar events in the workplace, this includes members of the public who may be put at risk by work activity.

Fuel vapour with air exposed to a spark or flame will ignite causing a fire. Every effort must be made to prevent fuel spillage and subsequent vapour escape. Aviation gasoline (AVGAS) is extremely hazardous unless handled correctly. Jet A-1, although having a higher flashpoint than gasoline, also requires safe handling to avoid hazardous situations.

The fuelling of aircraft shall only be carried out on approved and intercepted areas. As a general guide, fuelling areas should be sited to avoid bringing fuelling equipment or aircraft fuel tank vents to within 15 metres of any building.

During fuelling operations, air and fuel vapour are displaced from the aircraft fuel tanks. This potentially explosive vapour is expelled via vent points. The fuelling zone should be regarded as extending not less than 6 metres radically from the filling and venting points on the aircraft and the fuelling equipment.

A clear path must be maintained to facilitate the expeditious removal of the Fuelling vehicle and fuelling equipment should be positioned so that there is no requirement for vehicles to reverse before departure. All vehicles and equipment must be positioned to allow the unobstructed exit of persons from the aircraft in an emergency.

All staff involved with refuelling operations shall be trained in firefighting and given regular fire drills. In particular, these staff shall be familiar with the operation of fire extinguishers.

General procedures for the prevention of spark generation or naked flames near the Airport aprons or fuelling facilities are as follows:

i. No smoking or carrying of matches or lighter. ii. Prevention of electrostatic sparks by careful bonding of fuelling equipment to

aircraft. iii. Equipment must be fit for purpose and well maintained. iv. No fuelling whilst aircraft engines are running v. No fuelling whilst anti-collision beacons are operating on aircraft. vi. All electric equipment including, radios and mobile phones, and their cable

connections used within the fuelling zone should be certified for use in such an environment.

vii. Fuelling personnel must wear anti-static clothing and footwear with no exposed iron or steel studs, nails or tips.

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



Overall Fuel Management

The Airside Manager is responsible for the management of the fuel farm in accordance with CAP 748, JIG, Dangerous Substance and Explosive Atmosphere (DSEAR) Regulations and the ANO.

The AM will take in to account the potentially hazardous nature of fuelling operations and liaise with aircraft operators and Refuellers to ensure that adequate instructions, risk assessments, safety measures and emergency procedures are established, maintained and subject to regular audit.

The duty refueller is responsible for the day to day safe and efficient operation of the fuel farm.

Jet A1 F35, Jet A1 F34 and Avgas are available.

Fuel Reception, Storage, Quality Control & Delivery

The Airside Manager is responsible for the administration of the fuel installation and for ensuring that the following requirements are met:

• The bonding device and electrical grounding check is to be carried out weekly.

• Adequate labels are maintained on the dispense pumps (Avgas 100LL and Jet A1) and on the bulk delivery inlet and outlet pipe work.

• Quality control checks are carried out daily both visually and using the dipstick, water paper and detector capsules (Jet A1 only). Any water detected is to be pumped out from the tank.

• Quality control checks are completed daily on a fuel sample taken from the dispense pumps and tank bottoms. The sample is to be collected in a bonded stainless steel bucket and tested with water paper and detector capsules (Jet A1 only).

• Filter checks on the inlet and dispense pipes and hoses are to be completed weekly.

• Recording the grade, quantity and date of all aviation fuel delivered to the Airport.

• Recording the grade, quantity and date and time of all fuel deliveries to the aircraft.

• Recording all samples taken together with the results of tests and retaining samples for seven days.

• Logging all maintenance and cleaning operations to the preventative maintenance schedule

• Safeguarding all records for a minimum period of 6 years.

• Maintaining a close review with suppliers on matters of fuel handling, developments in fuel technology and pricing of fuel lubricants.

Ensuring that when informed by ATC, 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 NQY prior to departure. In the event that it has refuelled at NQY, then a fuel sample MUST be obtained from the appropriate installation and stored with daily samples pending instructions from the AAIB.

For further detailed procedures of fuel reception, storage, quality & delivery refer to the Fuel Management; Bulk Fuel Installation Operating Manual, Aviation Fuel Quality Control and Operating Procedures.

Refuelling with Passengers on Board

The Aircraft operator may allow passengers to embark, disembark or remain on board during fuelling operations provided the following procedures are followed:



• Fixed wing aircraft with a seating capacity of less than 20 will not be fuelled with passengers on board.

• For aircraft with a seating capacity of greater than 20, captain, cabin attendants, passengers and other responsible staff shall be warned that fuelling will take place.

• The RFFS will not attend during refuelling unless specifically requested by the aircrew and/or handling agent

• The aircraft illuminated NO SMOKING signs should be lit together with sufficient interior lighting to enable emergency exits to be identified. Such lighting should remain on until fuelling operations have been completed. The FASTEN SEAT BELT sign should be switched off and passengers should be briefed to unfasten their seat belts.

• Provision should be made via at least two of the main passenger doors or the main passenger door plus one emergency exit when only one main door is available, and preferably at opposite ends of the aircraft for the safe evacuation of passengers in the event of an emergency. Throughout the fuelling operation these doors should be constantly manned by a cabin attendant.

• Ground servicing activities and work within the aircraft, e.g. catering, cleaning should be conducted in a manner that they do not create a hazard or obstruct exits.

• Inside the aircraft cabin the aisles, cross aisle, all exits areas and exit access areas should be kept clear of obstructions.

• Access to and from areas where other slides may be deployed should also be kept clear.

See Also, NQY Airport Aviation Fuel Quality Control and Operations Manual (Manual reference NAAFQCOM1). See Also, CAP 748 Aircraft Fuelling and Fuel Installation Management and publications issued by Joint Information Group (JIG)

Refuelling during Thunderstorm Activity

Extra care and attention must be taken during periods when a thunderstorm warning is issued by the MET Office.

The duty ATCO must advise LC when such MET Office warnings are issued who in turn will notify the ASO and Refueller.

Refuelling will be permitted to continue during the effective period of the weather warning; however refuelling will be suspended upon notification from the duty ATCO to LC a thunderstorm is within the vicinity of the aerodrome.

Refuelling will recommence upon notification from the duty ATCO to LC a thunderstorm is no longer within the vicinity of the aerodrome.

The duty refueller should contact duty ATCO should any doubt exist before commencing refuelling operations during an active Thunderstorm warning issued by the MET Office.

Helicopter Rotors Running Refueling Procedures – (as per RFFS SOP 30)

Rotors running refuelling procedures are only permitted for mission critical and approved training operations.

Rotors running refuelling is to be carried out in designated areas as determined by ATCO.

Whenever rotors running refuelling is taking place, the RFFS are to be notified in sufficient time prior to the operation. The 2nd away appliance will don full fire kit and



deploy the vehicle to the scene of re-fuelling operations, taking up the optimum position on the aircraft. Should the 2nd Away appliance be on minimal crewing levels (i.e. 2x FF or no vehicle IC), Fire Command shall respond as per SOP 7 – ‘RFFS Level of Protection’.

On completion of the rotors running re-fuel, the RFFS will inform the ATCO that they are standing down, returning to normal standby levels.

Rotors running refueling must only be carried out by trained personnel.

Fuelling and De-Fuelling in Hangars

Fuelling activities inside hangars are only permitted in circumstances where it is not possible for the operation to take place in the open air. The operator requesting the service is responsible for providing a DSEAR Risk Assessment for the activity.

Under no circumstances is fuelling or de-fuelling of AVGAS to take place inside any hangar or any other building.

The RFFS is to be in attendance, positioned outside the building and a charge may be levied.



2.15 ASI 15 – Adverse Weather

Strong wind conditions can give rise to hazards from windblown items and in very strong winds; there is a possibility of structural damage to aircraft. The principle threats are of engine ingestion or airframe damage to aircraft parked on stands, and using the movement area. Large objects can be blown by strong winds. There is also the danger of personal injury and damage to airside equipment.

Strong Wind Warnings

When the Met Office issues a strong wind/gale warning; the details will be passed to ATC, who will inform the Aircraft Operators & the Airport Company along with a validity period.

Responsibilities in Strong Winds

Operators, handling agents and staff working airside must take the following actions when a strong wind warning has been issued or when a strong wind is experienced:

• Extra vigilance must be exercised to prevent accumulations of FOD and to ensure that all loose items are removed or safely stowed [plastic bags, plastic containers and sheeting are a particular threat to engine ingestion in all areas of the airfield]. Action must be taken to ensure that covers are securely fastened on all waste containers.

• All ground equipment and vehicles on the aprons, not in immediate use, must be parked in secure areas with parking brakes applied.

• Equipment in use must be secured with parking brakes set. Equipment without parking brakes must be chocked or removed.

• Large items of equipment that are vulnerable to winds, such as empty freight containers, must be secured to a fixed object or removed to the protected area.

• All loose items in contractor’s work areas must be secured or removed.

• Staff observing any obstruction or equipment moving in the wind, irrespective of ownership must take action to secure it.

• Ground handling staff should take special precautions when handling aircraft and should refer to the aircraft Company’s operations manual for specific guidance.

• Ground handling staff should be aware that some aircraft hold doors shall not be opened during strong wind conditions.

• Rubbish and equipment that is normally temporarily placed on the stand, such as bagged waste, must be removed or securely stored once removed from the aircraft.

• Any items of FOD being blown by the wind shall be retrieved where practicable, but should not endanger personal safety.

Positioning

Aircraft operators who require positioning their aircraft into wind should advise operations. Aircraft Operators are responsible for issuing instruction on the limiting wind speed for the towing of their Company’s aircraft.

Cancellation of Strong Wind Warnings

If strong winds have subsided, or are no longer expected, a cancellation message will be passed to all operators and handling agents, otherwise the strong wind warning will cease at the end of the stated validity period.



2.16 ASI 16 - Aircraft Pushback Procedures

Aircraft Pushback Procedures

In aviation, pushback is an airport procedure during which an aircraft is pushed

backwards away from an apron stand by external power.

Pushbacks are carried out by special, low-profile vehicles called pushback tractors or tugs.

Although many aircraft are capable of moving themselves backwards on the ground using reverse thrust (a procedure referred to as a powerback), the resulting jet blast or prop wash may cause damage to the terminal building or equipment. Engines close to the ground may also blow sand and debris forward and then suck it into the engine, causing FOD damage to the engine.

A pushback is therefore the preferred method to move the aircraft away from the apron stand.

When Requested to Perform an Aircraft Pushback

Prior to performing the task, you must ensure you are familiar with the aircraft type you are being asked to push and you have the minimum amount of trained staff to assist you. Please ask your supervisor for any clarification you need including correct PPE or request to review the company risk assessment prior to performing the task.

The task will be performed by two trained operatives;

• Aircraft Pushback Operative

• Aircraft Headset Operative

• A 3rd operative may act as a wing walker if the task is within a confined space

such as hangars or stand the pushback operative is not familiar with

Aircraft Tug Equipment Check

When selecting a tug for pushback it is important that the tug is of adequate capacity, sufficient weight and meets the tug manufactures recommended drawbar pull to accommodate the weight of the aircraft required to be pushed back.

Before using the selected aircraft tug, a vehicle daily check must be completed and recorded.

Tow Bar, Radio and Headset Equipment Check Select the correct tow bar for the aircraft type. Before using the selected aircraft tug, radio and headset an equipment daily check must be completed and recorded.

Where fitted, you must ensure the shear pins are free and the hydraulic pump is in a serviceable condition. Should you be asked to use 3rd party equipment, please ask the airline operator or duty engineer to provide the tow bar maintenance records prior to using the equipment.

Connecting the Tow Bar to the aircraft The pushback operative must obtain permission from the flight deck

• For the steering bypass pin to be inserted, or the aircraft’s steering nose gear or

the torque links to be disconnected, (as applicable to aircraft type).

• And then to connect the tow bar to the aircraft.

http://en.wikipedia.org/wiki/Aviation

http://en.wikipedia.org/wiki/Airport

http://en.wikipedia.org/wiki/Aircraft

http://en.wikipedia.org/wiki/Tractor

http://en.wikipedia.org/wiki/Reverse_thrust

http://en.wikipedia.org/wiki/Powerback

http://en.wikipedia.org/wiki/Jet_engine



Once connected to the aircraft, the tow bar is then connected to the tug, taking care that this operation is performed slowly and safely, without risk of damage to the aircraft’s nose leg or injury to staff.

Prior to Pushback

The headset operative shall:-

• Connect headset to the aircraft intercom system

• Commence walk around check list in a clockwise fashion. They will ensure all

ground equipment has been removed or disconnected from the aircraft and all

doors and hatches are closed and secure.

• Ensure engine in-takes are clear and then confirm with the pushback operative

that the brakes are set on the tug before the chocks are removed from the aircraft

wheels.

• The intended pushback pathway is clear of equipment, vehicles, personnel, or

other aircraft and the area around the aircraft is free from foreign objects that

could cause damage to aircraft tyres or aircraft engines if ingested.

• The headset operative shall make contact with the flight crew via the headset. A

headset is to be used for this where there is provision

• In the event of an over-head electrical storm, the headset operator must revert

to the use of hand-signals to the flight crew and the headset be removed from

the aircraft during adverse electrical storm weather conditions).

Aircraft Pre Departure Checks - Headset Operative and Flight Crew

• The headset operative must follow the check list as detailed in the Aircraft Pre

Departure Checks



A/C Pre – Departure Checks (Head Set Procedures)

FLIGHT TO GROUND “Hello Ground” Your Checks Please.

GROUND TO FLIGHT “Hello Flight” Tug & Towbar Connected.

Steering BY- PASS PIN Inserted (or steering torque links disconnected). All Doors & Hatches are Closed & Secure.

Engine Intakes Clear. Beacon Rotating. Chocks Removed.

Please can you confirm in the direction you will be departing from (IE: Runway in use)

FLIGHT TO GROUND 12 or 30. (Repeat this back to them).

GROUND TO TUG DRIVER Hold one finger on your nose and point with your other hand the direction of which the A/C

Wishes to be pointing in at the end of the push.

GROUND TO FLIGHT Standing – by for brakes to be released.

FLIGHT TO GROUND “Thank You Ground” The Brakes are Released.

GROUND TO TUG DRIVER Show open Hand with Fingers Extended (IE: Brakes Released) Wave them on.

FLIGHT TO GROUND Are we clear to start Engines (normally No 2 first, then 1) Subject to A/C type and number of engines.

GROUND TO FLIGHT Clear on Two / One

GROUND TO TUG DRIVER Let them know that the A/C Engine is about to start and AND WINGMAN what one.

During the Pushback the Aircraft Pushback Operative shall

• Respond to any signals given by headset person (or wing walker if applicable)

• Keep the tug’s speed at a steady smooth pace throughout the pushback,

remembering that the headset person has to walk alongside the aircraft.

• Take care not to exceed the aircraft’s maximum nose gear steering limitation

• Consideration must be given where grass areas border taxiways so that the

aircraft’s undercarriage is not pushed onto the grass and therefore sink onto the

soft surface or create a FOD issue

• Avoid harsh brake application; always brake gently, gradually slowing down

preventing any sudden jerking movements and therefore reducing the risk of a

tow-bar shear pin breaking.

• Always be alert and ready to react in the event of a tow-bar shear pin breaking, or

any other emergency that could arise.



Completing the Pushback

When the aircraft has been pushed back sufficiently and is considered to be in a safe position, the tug and aircraft are gently and gradually slowed down until the aircraft has stopped with the tug; tow bar and aircraft are all in line and straight.

Push Back Completed – Check List

TUG DRIVER TO GROUND OBSERVE for the BRAKES SET from the TUG DRIVER

This sign is normally achieved by clenching hand into a fist and holding your arm up, to be seen by the headset operative.

GROUND TO TUG DRIVER Repeat this sign back to the tug driver to confirm Brakes Set.

GROUND TO FLIGHT Set Park Brake please.

FLIGHT TO GROUND Brakes are Set Clear to disconnect.

GROUND TO FLIGHT TUG, BAR, PIN disconnected (FLIGHT may ask you to confirm steering lock in) Answer yes or give hand signal.

FLIGHT TO GROUND Thank you goodbye (Normally they will say see you on the LEFT)

GROUND TO FLIGHT Goodbye (Then walk out REMEMBERING to show the PIN / Flag to the A/C)

Sequence of disconnection of Tug / Bar / Pin from the Aircraft

Once the Push – Back of the Aircraft is complete and the brakes have been applied, the headset operative will speak to the flight crew.

• The headset operative will then place a single chock in front of the nose wheel of

the aircraft.

• The headset operative if necessary will lower the wheels on the tow bar to the

ground, (on some tow bars this is not required).

• The headset operative will then remove the large pin at the push back tug end,

which connects the tug to the bar.

• The tug driver will reverse the tug back approximately 1 meter, and stop.

• The headset operative will then disconnect the head of the bar from the nose

wheel of the aircraft, then walking the bar back and re-connecting this back onto

the tug.

• The tug driver will then start to reverse back slowly but not leaving the headset

operative behind (this is so the flight crew are aware of activity still under the front

of the aircraft).

• Then headset operative will then return to the front of the aircraft and finally

disconnect the by-pass pin (not on all aircraft) then the headset, making sure to

close any hatches, and finally remove the chock from the nose wheel of the

aircraft.

• The headset operative and the tug driver will then leave from the front of the

aircraft together (normally off to the left hand side unless otherwise agreed).



• The headset operatives will then turn and show the flight crew the pin with the flag

(not on all aircraft).

• The flight crew will normally give a thumb up followed by a wave goodbye, ground

can repeat this back.

• The headset operative and the tug driver must wait until the aircraft taxis off, in

case of any further instructions given by the flight crew.

Emergency Procedures

Shear Pin Failure

If during pushback the tow-bar shear pin(s) break and the tow-bar becomes completely detached from the aircraft, the tug should stop and the tug driver signal to the headset person, to effect the application of the aircraft brakes.

If, however, a shear pin breaks and the tow-bar remains attached to the aircraft, the tug should be slowed down gradually until tug and aircraft are completely stopped, then the tug driver can provide the appropriate signal for the aircraft brakes to be applied.

In either case, a replacement tow-bar will be required before continuing with the pushback.

Aircraft Tug or Tow-Bar Failure during Pushback

In the event of aircraft tug or tow bar failure during pushback, the tug operative shall signal to the headset person, to effect the application of the aircraft brakes. The headset operative shall inform the flight deck.

A replacement tow-bar or push back tug will be required before continuing with the pushback.

Unsafe Pushback

In the event of either the headset operative or push back operative not being happy with the pushback in progress, the tug operative shall signal to the headset person, to effect the application of the aircraft brakes. The headset operative shall inform the flight deck and advise that the aircraft will be towed forward prior to the pushback re-commencing.

Safety Reporting

In the event of any safety event, please immediately inform your supervisor who will then inform the on call senior manager. All reported safety occurrences shall be recorded by using the appropriate form.



2.17 ASI 17 - Waste Management Strategy and Policy

Information

On the airfield, waste arises from many activities and needs to be disposed of accordingly.

Responsibility

If you produce or handle any waste at all at work, then you are legally responsible for ensuring that it is disposed of correctly.

Introduction

A Waste Management Strategy for Cornwall Airport Newquay was commissioned by Cornwall Council and published in 2008. The recommendations therein are included in this action plan where appropriate.

Environmental Strategy

Cornwall Airport Newquay’s ' environmental strategy is that which is set out in a supporting annex to the Airport Masterplan entitled 'Sustainability and environmental Management Strategy (SEMS).This document has been designed to be a living document that will be updated as the Masterplan proposals are taken forward or amended. The SEMS includes the commitment to produce, monitor and review a number of Management Plans of which this Waste Management Action Plan is one example.

The action plan manages waste arising from Cornwall Airport Newquay operations through reducing, reusing and recycling materials where possible along with an aspiration to recover energy from waste in preference to land-filling.

Our stated waste management objective is ultimately 'to send zero waste to landfill and to minimize the overall carbon impact of the waste management system as far as practicable' though it is recognized that there are a variety of potential development options that will produce a wide range of waste streams, including demolition wastes from construction and an increase in more general waste during other development such as, paper, cardboard, fuel and flight waste.

The impact of these will be minimized wherever possible. These development activities will also present significant opportunities for material reuse for example, using material excavated during construction as fill for access tracks to navigational installations and preferential use of recycled materials within the fabric of new buildings.

The Waste management plan objective for Cornwall Airport Newquay will be:

Review and publish a Waste Management Action Plan at a frequency of not greater than 2 years. The action plan will describe Cornwall Airport Newquay's approach to the management of waste arising from its own activities and that of its commercial partners and tenants. In all cases the emphasis will be on reducing the volume of waste going to landfill.

Monitor and report annually on:

• Total waste arising (tonnes)

• Waste per passenger.

• Percentage reused - recycled.

• Percentage disposed to energy.

• Percentage disposed to landfill.



The actions within this plan detail our approach and priorities to minimise waste at its source and to improve the way in which we manage waste. Our general approach to waste management is firstly to comply with all relevant legislation and further to manage waste in line with the waste hierarchy as described in 'The Waste (England and Wales) Regulations 2011'. The waste hierarchy ranks waste management options according to what is considered best for the environment.

In achieving its aims Cornwall Airport Newquay will:

• Ensure that any waste services contractors employed by them are able to meet the airports aspirations in regard to its waste.

• Take action, whether direct or advisory, to reduce the quantity of waste produced.

• Reuse, repair or refurbish Items where possible.

• Recycle as much waste material as is practicable.

• Ensure that the best possible systems for waste management are incorporated into future developments at the airport.

Current Situation

There is currently a system of segregation that facilitates limited recycling at the airport. The wastes produced on site can be categorized as:

• General Domestic Waste.

• Cardboard and Paper.

• Hazardous waste such as interceptor and Fuel Wastes (including aqueous fuels and contaminated items).

• International Waste is stored, transported and dispose of in line with DEFRA guidelines

Review current waste practices by carrying out a physical audit of provisions for waste around the entire site.

Ensure that our chosen waste services contractor has the capability to help us achieve our waste management objectives and that we can review any contract should they fail to meet their obligations.

Adopt, where possible, a procurement policy which favours products or services which are themselves a product of recycling or recycled materials.

Introduce systems to monitor progress and compile reports.

Influence commercial partners and tenants, including airline operators, to operate in line with our waste management policies.

Develop a waste management actions matrix to maintain a record of specific needs identified and actions required for individual areas of the airport.

The future for waste management north of the runway at Cornwall Airport Newquay is primarily dependent on the growth of passenger traffic and the speed at which that growth occurs. The waste strategy and facilities will have to be reviewed regularly to ensure that they remain fit for purpose.

A further strategy will have to be written for the development zones to the south of the runway prior to them becoming active. These zones will be the locations for new-build developments which will almost certainly be required to reach at least BREEAM Very Good status so will probably involve the inclusion of some form of anaerobic digestion or energy recovery systems. These systems would be incorporated into the airport waste management system as a whole.



2.18 ASI 18 – Aircraft Washing

Approved Washing Locations

In order to prevent pollution of local rivers and streams, the detergent and water used in aircraft washing needs to be contained. For this reason the washing of aircraft, vehicles and equipment is restricted to the following locations where special drainage systems are installed and appropriate approvals obtained from the Environmental Agency guidance EA PPG 13

Alpha Apron

Foxtrot Apron Golf Apron Hotel Apron

NH2 Skybus Hangar

NB - The washing of vehicles and equipment in landside areas is also restricted to designated locations.

Approval

Any organisation/person requiring to wash an aircraft must obtain permission from Airside Manager. In the event that washing can be approved, a location is to be agreed

Freezing Conditions

The Airside Manager may refuse permission to wash aircraft when freezing conditions exist or are forecast. This is necessary to prevent apron-icing hazard.



2.19 ASI 2.19 - Aerodrome Inspection & Maintenance

References:

1. EASA AMC1 ADR.OPS.B..015 – Monitoring and Inspection of Movement Area and Related Facilities.

2. EASA AMC ADR.OPS.C.005 – Aerodrome Maintenance Programme. 3. Cornwall Airport Newquay Aerodrome Maintenance Policy Matrix.

AERODROME INSPECTIONS

Regulation Summary

1. The Inspection and maintenance regime at NQY is governed by a combination of the guidance provided in References 1 & 2 and an assessment of the needs of NQY specific operations. This has resulted in the Aerodrome Maintenance Policy Matrix (Reference 3) which shows compliance with EASA regulation enshrined within References 1 & 2.

2. Through the regulation NQY must establish an inspection regime of the movement area which is carried out twice a day and encompasses the following: a. Checking for the presence of FOD.

b. The status of visual aids required for the safe movement of traffic.

c. Wildlife.

d. Surface conditions.

3. Inspections of other areas are to be carried out weekly and are to include at least the following:

a. Lighting systems.

b. Pavements & adjacent ground surfaces.

c. Drainage Interceptors.

d. Fencing.

e. Access control systems.

4. Additional inspections are required after episodes of extreme weather (heat/cold/storm) to ascertain any pavement damage which causes FOD.

5. A comprehensive record of inspections carried out, and their findings, is to be kept.

Aerodrome Inspection Regime

6. The aerodrome inspection regime at NQY comprises 5 categories: a. Daily Operational Inspections.

b. Weekly Aerodrome Inspections.

c. Additional inspections due to an incident likely to result in FOD.

d. Additional Inspections due to extreme weather conditions e.g. Winter Ops.

e. Aeronautical Ground Lighting Inspections carried out by Airfield

Engineering.

7. In addition to the above, there is a de facto inspection carried out by the relatively continual wildlife management patrols carried out by the RFFS during aerodrome opening hours. Also, the Accountable Manager will conduct further in-depth inspections of all areas of the airfield on an annual basis.



Aerodrome Inspection Report Form

8. An Aerodrome Inspection Report form is available to assist in recording an inspection and its findings. The form has a check-list and map with a standard inspection route. This form is to be used for all weekly aerodrome inspections and may be used to record findings from any other aerodrome inspection that result in rectification works being needed. Completed forms are to be sent to the Airside Manager in either electronic or paper form.

9. The Aerodrome Inspection Report form is at Annex A to this ASI. The standard route map is at Annex B to this ASI.

Vehicle

10. Personnel carrying out aerodrome inspections must ensure that the vehicle used is fit for purpose. During daylight hours most vehicles with good all round visibility are acceptable. At night, any vehicle used should be fitted with sufficient lighting to enable the operator to observe the maximum width of the area being inspected.

11. All vehicles used must be fitted with suitable radio communications. Prior to commencing a runway inspection, permission must be obtained from ATC on UHF Channel 1. The vehicle is to be driven at a speed suitable for the task but at no more than 30 mph.

12. In the event of the inspection being interrupted by an aircraft movement, the inspection should re‐commence at a position behind where the interruption occurred.

Daily Operational Inspections

13. Daily operational inspections are to be carried out by appropriately qualified Air Traffic Control staff and will include the runway, taxiways and all other paved surfaces used by aircraft. The direction of inspection shall be at the discretion of the ATCO taking in to consideration traffic levels at the time of inspection.

14. These inspections will be carried out twice daily, one before the first aircraft movement of the day and one at dusk.

15. The scope of the inspection should include but not be restricted to:

a. All AGL within the scope of the inspection is to be visually checked for

serviceability and, during the dusk inspection; a visual check of obstruction

lighting visible from the paved areas is also to be carried out.

b. Checks that all the taxiway and runway markings are visible and in good

order.

c. Visual inspections for spillages (contaminants and oils etc).

d. Temporary obstructions on or near the runway and taxiway areas used by

aircraft are properly marked and/or lit.

e. Holding boards, traffic signs, boundary markers, etc. are serviceable and

in position.

f. That all paved areas are in good repair and free from FOD, loose

materials or other potential hazards.

16. Upon completion, the fact that an inspection has been carried out and its findings are to be recorded in the ATC Watch Log. Any faults found are to be further reported as follows:



a. AGL faults – Report in accordance with MATS Part II & the AGL Procedures

Manual.

b. Other faults – Complete the Aerodrome Inspection Report form and enter

the details into the Airport Maintenance log. Enter the fault reference

number(s) into the Aerodrome Inspection Report form. Completed forms are

to be sent to the Airside Manager in either electronic or paper form.

Weekly Aerodrome Inspections

17. A full aerodrome inspection is to be carried out each week by either the Airside Manager or his nominated deputy and recorded on the Aerodrome Inspection Report form. The inspection is to follow the standard route. Any faults recorded are to be reported utilising the procedure at 16b.

18. The scope of the inspection is to be comprehensive but must include:

a. Runway, Taxiway and Apron surfaces.

b. Markings.

c. Oil/fuel contamination.

d. Rubber contamination.

e. Vegetation.

f. Damage to light fittings and signage.

g. SEP provisions (RVP).

h. Fencing.

i. Ancillary ground equipment/markers

Additional inspections due to an incident likely to result in FOD

19. Additional inspections of all or part of the runway or taxiway are to be made after: a. An incident or suspected incident on the runway/taxiway involving tyre

failure, aircraft structural failure or, in the case of turbine engine aircraft, engine malfunction.

b. Any incident that is likely to result in debris being left in a hazardous position.

c. Debris is reported on the runway/taxiway.

d. Any works on the movement area have been completed.

e. A chemical or oil spillage is reported.

f. Before any aircraft are allowed to use previously affected area, even though delays to aircraft may occur.

20. These inspections may be delegated to a competent person by ATC if necessary.



Additional Inspections due to extreme weather conditions

21. Additional aerodrome inspection is required after a severe weather event, whether that be heat, cold, wind or rain. In this case particular attention should be paid to:

a. Spalling of pavement surfaces causing cracking and potential FOD.

b. RESA surfaces are fit for purpose.

c. Existing faults in pavements have not been made worse by the conditions.

d. In the event of high winds, aerodrome signage should also be subject to an inspection.

AGL inspections carried out by Airfield Engineering

22. Inspections of AGL are to be carried out under the auspices of the AGL Procedures Manual and the AGL Maintenance Program therein.



2.20 ASI 20 - Stand Closures & Restrictions

The requirement to close or restrict an Aircraft Parking Stand will arise for a number of reasons, which can be categorised as routine or reactive. All routine stand closures for work in progress will be managed through the companies permit to work scheme and the closure enforced on a procedural basis with notification issued in advance.

Reactive closures may occur as a result of a spillage or incident, where it becomes unsafe to continue using the stand. The Airside Coordinator must be informed to allow for changes to be made to the stand plan to accommodate the closure. They will notify ATC and the Airside Manager who shall make arrangements to rectify the problem. If out of hours the OCSM must be contacted.

Confirmation of closure will be made to inbound aircraft by ATC via NOTAM.

Prior to bringing the stand back into use the stand shall be inspected by a proficient person in accordance with the aerodrome inspection regime and declared safe to use.



2.21 ASI 21 - Carbon Reduction Policy Commitment

Aerodrome Manual 2020 - Newquay Airport...NQY Aerodrome Manual 2 CAL/MD/A001 Cornwall Airport...

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