AERODROME MANUAL - Cambridge City Airport · Aerodrome Manual Risk Rating ... PREVENTION OF...

Cambridge International Airport

Aerodrome Manual

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High – Reviewed Annually

Reference: CIA-M-

AOPS-001 Issue: A Owner: Airside Operations

Manager Department: Airside Operations

Issue Date: 22/06/2018 Compliance Date: 01/07/2018 Planned Review Date:

30/06/2019

AERODROME MANUAL

Version A

Not valid after

30th June 2019

www.cambridgeairport.com


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AOPS-001 Issue: A Owner:

Airside Operations Manager

Department: Airside Operations


30/06/2019

20180701 / Cambridge International Airport Aerodrome Manual / Version A

UNCONTROLLED WHEN PRINTED

DOCUMENT INFORMATION

Department Airport Operations

Document Title Cambridge International Airport Aerodrome Manual

Document Owner Cambridge International Airport

Author Dan Jones

Address


Newmarket Road

Cambridge

CB5 8RX

Contact Details

Telephone: 01223 399135

E-mail: [email protected]

Document Reference CIA-M-AOPS-001

mailto:[email protected]


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TABLE OF CONTENTS

PART A – GENERAL ................................................................................................ 1

1. PREFACE BY LICENSEE .......................................................................................................... 1

2. PURPOSE AND SCOPE OF THE MANUAL ............................................................................. 2

3. AERODROME MANUAL STRUCTURE .................................................................................... 2

4. PROCEDURE FOR AMENDMENT AND REVISION ................................................................. 2

4.1. Process ......................................................................................................................... 2

4.2. Temporary Amendments .............................................................................................. 3

4.3. Handwritten Amendments ............................................................................................ 3

4.4. Responsibilities ............................................................................................................. 3

4.5. Compliance ................................................................................................................... 4

5. DISTRIBUTION POLICY AND PROCEDURE ........................................................................... 4

6. OBLIGATIONS OF THE AERODROME OPERATOR............................................................... 4

7. CONDITIONS OF USE OF THE AERODROME ........................................................................ 5

8. GLOSSARY OF TERMS ............................................................................................................ 6

9. ACRONYMS ............................................................................................................................... 9

10. NAME AND ADDRESS OF AERODROME ............................................................................. 12

11. NAME AND ADDRESS OF CERTIFICATE HOLDER ............................................................. 12

12. LEGAL REQUIREMENTS ........................................................................................................ 12

12.1. Licensing Requirement ............................................................................................... 12

12.2. Certificate Compliance ............................................................................................... 13

12.3. Use of the Airport ........................................................................................................ 13

13. AUTHORISATION FOR DETAINING AIRCRAFT ................................................................... 13

PART B – SAFETY MANAGEMENT SYSTEM ......................................................... 1

1. OVERVIEW OF THE MANAGEMENT SYSTEM ....................................................................... 1

1.1. Introduction to SMS ...................................................................................................... 1

1.2. Scope ........................................................................................................................... 2

2. SAFETY POLICIES AND MANAGEMENT STRUCTURES ...................................................... 4

2.1. CIA Aviation Safety Policy Statement .......................................................................... 4


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2.2. Management Reporting Structures .............................................................................. 5

2.3. Operational Authority .................................................................................................... 7

2.4. Deputising for Absence ................................................................................................ 7

2.5. Urgent Matters / Last Resort ........................................................................................ 7

2.6. Long-Term Absence ..................................................................................................... 8

2.7. Exceptional Circumstances .......................................................................................... 8

2.8. Safety Accountabilities and Responsibilities ................................................................ 8

3. SAFETY COMMITTEES ........................................................................................................... 21

3.1. Accountable Manager Air Safety Meeting .................................................................. 22

3.2. Aerodrome Safety Committee .................................................................................... 23

3.3. Airfield and Flight Safety Committee .......................................................................... 24

3.4. Emergency Planning Group ....................................................................................... 25

3.5. Safety Committee Attendance .................................................................................... 26

4. EMERGENCY RESPONSE PLANNING .................................................................................. 27

5. SAFETY INTERFACE WITH STAKEHOLDERS ..................................................................... 27

5.1. Civil Aviation Authority (CAA) ..................................................................................... 27

5.2. External Emergency Services .................................................................................... 28

5.3. Tenants and Service Partners .................................................................................... 28

6. DOCUMENT, DATA AND RECORD MANAGEMENT............................................................. 28

6.1. Types of Documentation ............................................................................................ 28

6.2. Numbering and Version Control ................................................................................. 31

6.3. Document Change Process ....................................................................................... 32

6.4. Document Issue .......................................................................................................... 32

6.5. Obsolete Documents .................................................................................................. 33

6.6. Change to Regulatory Documentation ....................................................................... 34

6.7. Aeronautical Data Quality ........................................................................................... 34

6.8. Recording of Aircraft Movements ............................................................................... 35

6.9. Record Keeping .......................................................................................................... 35

7. SAFETY RISK MANAGEMENT ............................................................................................... 36

7.1. Definitions and Terminology ....................................................................................... 36

7.2. Risk Assessment Methodology .................................................................................. 37

7.3. Risk Assessment Documentation ............................................................................... 38


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7.4. Considerations ............................................................................................................ 47

7.5. Control and Mitigation Measures ................................................................................ 48

7.6. Review of Safety Risk Assessments .......................................................................... 49

7.7. Temporary Hazard Analysis (THA) ............................................................................ 49

7.8. System Safety Cases ................................................................................................. 49

8. MANAGEMENT OF CHANGE ................................................................................................. 50

9. SAFETY REPORTING AND INVESTIGATION ........................................................................ 50

9.1. Company Safety Reporting System ........................................................................... 51

9.2. Mandatory Occurrence Reporting (MORs) ................................................................ 51

9.3. Voluntary Airfield Occurrence Reporting .................................................................... 53

9.4. Incident and Accident Investigation ............................................................................ 56

9.5. Just Culture ................................................................................................................ 58

9.6. Data Collection and Analysis ...................................................................................... 63

9.7. Event Categorisation .................................................................................................. 63

10. SAFETY PERFORMANCE MONITORING .............................................................................. 66

10.1. Safety Culture Questionnaires ................................................................................... 67

10.2. Safety Performance Indicators ................................................................................... 67

11. CONTRACTED ACTIVITIES .................................................................................................... 67

11.1. ILS Flight Inspections ................................................................................................. 67

11.2. Compass Swing Facility ............................................................................................. 67

11.3. Aerodrome Survey Data and Treatment of Obstacles ............................................... 68

11.4. Habitat Management .................................................................................................. 68

11.5. Aeronautical Ground Lighting ..................................................................................... 68

11.6. Other Activities ........................................................................................................... 68

11.7. Selection and Approval of Contractors ....................................................................... 68

12. COMPLIANCE MONITORING .................................................................................................. 69

12.1. Internal Airfield Safety Audits ..................................................................................... 69

12.2. Internal Air Traffic Services Audits ............................................................................. 69

12.3. Compliance Monitoring Schedule ............................................................................... 69

12.4. Compliance Monitoring Process ................................................................................. 69

13. USE OF ALCOHOL, PSYCHOACTIVE SUBSTANCES AND MEDICINES ........................... 73

14. SAFETY DIRECTIVES AND RECOMMENDATIONS .............................................................. 74


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15. AERODROME PERSONNEL QUALIFICATIONS ................................................................... 74

15.1. Training Programme ................................................................................................... 74

15.2. Proficiency Check Programme ................................................................................... 75

15.3. Airside Safety Training ............................................................................................... 75

15.4. Human Factors Training ............................................................................................. 75

15.5. Third Party Company Staff ......................................................................................... 75

15.6. External Groups .......................................................................................................... 76

16. SAFETY COMMUNICATIONS AND PROMOTION ................................................................. 76

PART C – PARTICULARS OF AERODROME SITE ................................................. 1

1. AERODROME CHARTS AND MAPS ........................................................................................ 1

1.1. Location of Aerodrome from nearest Populated Areas ................................................ 1

1.2. Aerodrome Chart .......................................................................................................... 2

1.3. Aircraft Parking/Docking Chart ..................................................................................... 3

2. LOCATION AND ELEVATION ................................................................................................... 4

3. AERODROME REFERENCE TEMPERATURE ......................................................................... 4

4. TYPES OF OPERATIONS .......................................................................................................... 4

5. AERODROME SURVEY ............................................................................................................. 4

6. OBSTACLES INFRINGING STANDARD PROTECTED SURFACES ...................................... 4

7. MOVEMENT AREA SURFACES ............................................................................................... 5

7.1. Runways ....................................................................................................................... 5

7.2. Taxiways ....................................................................................................................... 8

7.3. Vehicle Runway Access Point (VRAP)......................................................................... 8

7.4. Aprons .......................................................................................................................... 9

7.5. Aircraft Stands .............................................................................................................. 9

7.6. Aircraft Parking and Docking ...................................................................................... 10

8. VISUAL AIDS............................................................................................................................ 10

8.1. General ....................................................................................................................... 10

9. SIGNALS .................................................................................................................................. 11

10. RUNWAYS ................................................................................................................................ 11

10.1. Runway 05 .................................................................................................................. 11

10.2. Runway 23 .................................................................................................................. 12


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10.3. Runway 05-23 Grass .................................................................................................. 13

10.4. Runway 10-28 Grass .................................................................................................. 13

11. TAXIWAYS ............................................................................................................................... 13

11.1. Taxiway A (Alpha) ...................................................................................................... 13

11.2. Taxiway B (Bravo) ...................................................................................................... 14

11.3. Taxiway C (Charlie) .................................................................................................... 14

11.4. Taxiway D (Delta) ....................................................................................................... 15

11.5. Taxiway E (Echo) ....................................................................................................... 15

11.6. Grass Taxiways (Juliet, Lima, Mike, Uniform, Victor) ................................................. 15

11.7. Disused Taxiways....................................................................................................... 15

12. APRON MARKINGS ................................................................................................................. 16

13. MARKING OF WORK IN PROGRESS .................................................................................... 16

14. NON-VISUAL AIDS .................................................................................................................. 17

15. RESCUE AND FIRE-FIGHTING LEVEL OF PROTECTION ................................................... 17

16. EXEMPTIONS, DEROGATIONS, ELOS, SC AND OPERATING LIMITATIONS ................... 17

PART D – PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED

TO THE AERONAUTICAL INFORMATION SERVICE .............................................. 1

1. NAME AND ADDRESS OF AERODROME ............................................................................... 1

2. GEOGRAPHICAL CO-ORDINATES OF THE AERODROME REFERENCE POINT ............... 1

3. AERODROME ELEVATION AND GEOID UNDULATION ........................................................ 1

3.1. Runway Elevations ....................................................................................................... 1

3.2. Significant High and Low Points along the Runway ..................................................... 2

4. AERODROME REFERENCE TEMPERATURE ......................................................................... 2

5. AERODROME BEACON ............................................................................................................ 2

6. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS ................................. 2

7. RUNWAYS .................................................................................................................................. 2

7.1. True Bearing ................................................................................................................. 2

7.2. Runway Designation..................................................................................................... 2

7.3. Length and Width ......................................................................................................... 2

7.4. Displaced Threshold Location ...................................................................................... 3

7.5. Runway Slope .............................................................................................................. 3


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7.6. Surface Type ................................................................................................................ 4

7.7. Type of Runway and Precision Approach Runway ...................................................... 4

7.8. Length, Width and Surface Type of Runway Strip ....................................................... 4

7.9. Runway End Safety Areas ........................................................................................... 4

7.10. Stopways ...................................................................................................................... 5

7.11. Clearway Length and Ground Profile ........................................................................... 5

8. TAXIWAYS ................................................................................................................................. 5

8.1. Length, Width and Surface Type of Taxiways .............................................................. 5

9. APRONS ..................................................................................................................................... 5

9.1. Apron Surface Type and Aircraft Stands ...................................................................... 5

10. VISUAL AIDS FOR APPROACH ............................................................................................... 5

10.1. Approach Lighting......................................................................................................... 5

10.2. Approach Slope Indicator ............................................................................................. 5

10.3. Marking and Lighting of Runways ................................................................................ 6

10.4. Marking and Lighting of Taxiways ................................................................................ 6

10.5. Apron Floodlighting....................................................................................................... 6

10.6. Visual Docking Guidance System ................................................................................ 6

10.7. Light Intensity Control ................................................................................................... 7

10.8. Power Supplies for Aeronautical Ground Lighting ....................................................... 7

11. LOCATION AND RADIO FREQUENCY OF VOR AERODROME CHECKPOINTS ................. 7

12. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES .......................................... 7

13. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES .......................................... 8

13.1. Threshold Runway Points ............................................................................................ 8

13.2. Taxiway Locations ........................................................................................................ 8

13.3. Obstacle Charts ............................................................................................................ 9

14. PAVEMENT SURFACE TYPE AND BEARING STRENGTH USING ACN – PCN METHOD 11

15. PRE-FLIGHT ALTIMETER CHECK LOCATIONS AND THEIR ELEVATION ........................ 11

16. RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES ................................. 11

17. CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT ....................................... 11

18. RESCUE AND FIRE-FIGHTING ............................................................................................... 11

18.1. Category of Cover Provided ....................................................................................... 11

18.2. AFS Appliances and Extinguishing Media ................................................................. 12


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19. CASES OF EQUIVALENT LEVEL OF SAFETY, SPECIAL CONDITIONS AND ACCEPTED

DEVIATIONS ........................................................................................................................................ 13

PART E – AERODROME OPERATING POLICIES AND PROCEDURES ................ 1

1. AERONAUTICAL INFORMATION AND DATA SURVEYING ................................................... 1

2. ACCESS TO THE MOVEMENT AREA ...................................................................................... 1

3. AERODROME MOVEMENT AREA INSPECTIONS .................................................................. 1

4. INSPECTION AND MAINTENANCE OF VISUAL AND NON-VISUAL AIDS ........................... 2

5. MAINTENANCE AND REPAIR OF AERODROME EQUIPMENT ............................................. 2

6. MAINTENANCE OF THE MOVEMENT AREA .......................................................................... 2

7. AERODROME WORKS .............................................................................................................. 3

8. APRON SAFETY MANAGEMENT ............................................................................................. 3

9. AIRSIDE DRIVING AND VEHICLE OPERATIONS ................................................................... 4

10. WILDLIFE HAZARD MANAGEMENT ........................................................................................ 4

11. AERODROME SAFEGUARDING .............................................................................................. 5

12. AERODROME EMERGENCY PLAN ......................................................................................... 5

13. RESCUE AND FIRE-FIGHTING ................................................................................................. 6

14. REMOVAL OF DISABLED AIRCRAFT ..................................................................................... 6

15. AVIATION FUEL MANAGEMENT ............................................................................................. 6

16. LOW VISIBILITY OPERATIONS ................................................................................................ 7

17. WINTER OPERATIONS ............................................................................................................. 7

18. OPERATIONS IN ADVERSE WEATHER CONDITIONS .......................................................... 8

19. NIGHT OPERATIONS ................................................................................................................ 8

20. OUT OF CODE AIRCRAFT OPERATIONS ............................................................................... 8

21. PREVENTION OF FIRE .............................................................................................................. 9


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20180101 / Cambridge International Airport Aerodrome Manual / Version A Part A


PART A – GENERAL

PART A

GENERAL


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part A – Page 1


INTRODUCTION

1. PREFACE BY LICENSEE

The Cambridge International Airport (CIA) Aerodrome Manual describes the

systematic approach to ensuring that the aerodrome and the airspace associated

with it are safe for use by aircraft. It demonstrates our commitment to managing the

aerodrome safely and effectively and as such, the manual forms part of the

aerodrome’s Safety Management documentation. This manual itself will comply with

all applicable requirements and the terms of the Aerodrome Certificate.

To achieve the above aim the Aerodrome Manual will contain, or give reference to:

a) Manuals, procedures and instructions from the aerodrome management,

containing either mandatory requirements or guidance, for operational staff.

b) Details of persons responsible for safety management and their safety

accountabilities and responsibilities.

c) A record of the physical characteristics of the aerodrome, of significant

differences from the standards specified in EASA regulations, if any, and of

agreements reached between the certificate holder and the CAA concerning

these differences.

d) Identification of the Aerodrome Operating Policies.

The Aerodrome Manual is available to all CIA departments that have a role in the

safe operation of the aerodrome. The holder is responsible for keeping it available

for immediate reference, amended to date and in a clean, legible condition and for

ensuring that all members of his/her departments are familiar with its contents. The

manual is also widely distributed to our aircraft operators and based tenants with

instructions as to CIA policy and guidance on the use of the airfield.

Brian Cross

Airport General Manager / Accountable Manager



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2. PURPOSE AND SCOPE OF THE MANUAL

The Aerodrome Manual contains details of the characteristics, policies, operational

procedures for the safe operation of CIA in accordance with the Air Navigation

Order and the Aerodrome Certificate.

The manual also contains details of the airport’s Safety Management System

(SMS). The SMS sets out details of the safety accountabilities of key personnel and

the policies and methodology for managing aviation safety risks.

3. AERODROME MANUAL STRUCTURE

EASA Authority, Organisation and Operations Requirements for Aerodromes,

Subpart E identifies the required content of the Aerodrome Manual. A large part of

the requirement is provided in this document, but to avoid duplication of information,

where other CIA documents provide the required information, then this manual will

merely cross-refer to such other documents. These are listed in the Bibliography, at

Part A, Section 10.

The Aerodrome Manual is divided into five sections. These are as follows:

Part A General

Part B Aerodrome Safety Management System

Part C Particulars of the Aerodrome Site

Part D Particulars of the Aerodrome required to be reported to the

Aeronautical Information Service

Part E Aerodrome Operating Policies and Procedures

Any errors identified in the manual should be notified to the document owner via

[email protected] .

4. PROCEDURE FOR AMENDMENT AND REVISION

4.1. Process

The Airside Operations Manager (AOM), as the responsible manager for airside

operations, shall be responsible for identifying and producing any additions or

amendments to this manual during its annual review.

The content of this manual will be kept under constant review and will be amended

as necessary in the light of legislative changes, in operational procedures and best

practise. All airport staff are invited to make suggestions for amendments as a



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result of experience in aerodrome safety, in response to an accident or incident or if

a particular requirement cannot be complied with.

Throughout the year, any minor amendments will be issued in the form of an Airside

Operational Instruction (AOI), which will remain valid until such time that the

amendment is incorporated into the next version of the Aerodrome Manual. An AOI

will be sent to all required recipients via email.

Operational changes involving significant alterations to work practises that are

permanent, 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 list,

informing that the Aerodrome Manual has received an update. Changes to contents

from the preceding edition will be highlighted with an alternative font colour. Upon

receipt of a notification that the document has been updated, the recipient must

ensure that any hard copies which are held are updated. They must also send

confirmation that they have received the notification.

4.2. Temporary Amendments

Temporary amendments to facilities and procedures contained within this manual

will be promulgated by an Airfield Temporary Operating Instruction (ATOI). An ATOI

will be sent to all required recipients via email.

4.3. Handwritten Amendments

Handwritten amendments to any edition of this manual are strictly prohibited. The

company M: drive will always carry the current version.

4.4. Responsibilities

Departmental managers and safety representatives of third parties have a

responsibility to:

- Ensure that the latest copy of the manual is available to their staff

- Identify all parts of the manual which are relevant to their staff

- Ensure that any operating procedures that the department or company have

reflect or refer to the requirements detailed in this manual


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4.5. Compliance

Internal departments and third parties will be audited to ensure that they are

complying with the requirements of this manual, as well as all Aerodrome Operating

Procedures, Instructions and Notices.

5. DISTRIBUTION POLICY AND PROCEDURE

The Aerodrome Manual will be reviewed and published at least once annually. It is

distributed electronically to a list of recipients representing organisations involved

with the operation of aircraft and supporting services at CIA. This list will be updated

periodically when tenants, aircraft operators or service providers change.

Hard copies are not produced by CIA 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 once a version has been superseded or amended.

A controlled electronic copy of the manual is also available on the company M: drive

for access by CIA staff.

6. OBLIGATIONS OF THE AERODROME OPERATOR

CIA is certificated by the UK Civil Aviation Authority under EU Regulation 139/2014.

The certificate reference is EGSC – 001 and the issue date is 9th March 2017.

As the certificate holder, CIA will 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 CAA Aerodrome Inspectors are authorised by EASA to access all areas of the

aerodrome for the purposes of inspection, audit and oversight. Subject to

presentation of a valid ID, CIA personnel will at all times facilitate such visits by

authorised CAA compliance authority personnel, and provide access to documents,

records, data, procedures and other relevant material.

In case of intended termination of the operation of the aerodrome, the Accountable

Manager will notify the CAA and the Aeronautical Information Service in writing, and

apply other measures as required by EASA and the CAA.


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Should there be an amendment of the certification specifications, acceptable means

of compliance or guidance material set/issued by EASA, the Airside Operations

Manager will perform a review to identify if it is applicable to CIA.

CIA will implement any safety measures, including safety directives, mandated by

EASA or the CAA as an immediate reaction to a serious safety problem.

7. CONDITIONS OF USE OF THE AERODROME

The Terms and Conditions for using CIA are set out in the document ‘Airport Terms

and Conditions, available on the following webpage:

http://www.cambridgeairport.com/the-airfield/terms-conditions-2/.

http://www.cambridgeairport.com/the-airfield/terms-conditions-2/


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8. GLOSSARY OF TERMS

AERODROME OPERATIONS

Term: Definition:

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 decision height

not lower than 200 feet and a runway visual range (IRVR) not less

than 700m.

Clear 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, elected 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.

Intermediate Holding

Position

A designated position at which taxiing aircraft and vehicles may be

required to hold in order for the expeditious and safe movement of

aircraft and vehicles.

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.


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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.

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.

Runway Holding Position A designated position at which taxiing aircraft and vehicles will be

required to hold in order to provide adequate clearance from a

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, and to avoid engine ingestion of

FOD or loose particles on the edge of the paved surface.

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.

Taxiway Intersection A junction of two or more taxiways.

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


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SAFETY MANAGEMENT

Term: Definition:

Accident An occurrence which results in harm, injury, damage or loss as a

result of safety shortfalls.

Accountable Manager The individual who is designated as the person responsible to a

Regulatory Authority in respect of the functions which are subject to

regulation, and carried out by Cambridge International Airport.

He/she has corporate authority for ensuring that all operations

activities can be financed and carried out to the standard required

by the Regulator.

Incident An occurrence, other than an Accident, which affects or could

affect the safety of Airport Operations.

Reporting Culture A culture developer whereby employees feel comfortable reporting

accidents, incidents and hazards without the fear of disciplinary

action or penalties, except for when there has been gross

negligence. Reports may be made in confidentiality.

Risk Assessment The determination of a quantitative and qualitative value of risk

following identification of hazardous activities or scenarios.

Safety Audit Safety auditing is a core safety management activity, providing a

means of identifying potential problems before they have an impact

on safety.

Safety Culture Safety Culture is the way safety is perceived, valued and prioritised

in an organisation. It reflects the real commitment to safety at all

levels in the organisation. A Safety Culture can be positive,

negative or neutral. Its essence is in what people believe about the

importance of safety, including what they think their peers,

superiors and leaders really believe about safety as a priority.

Safety Management Safety management is an organisational function, which ensures

that all safety risks have been identified, assessed and

satisfactorily mitigated. The objective of safety management in the

aviation industry is to prevent human injury or loss of life, and to

avoid damage to the environment and to property.

Safety Management

System

A systematic approach to managing safety, including the necessary

organisational structures, accountabilities, policies and procedures.

Safety Policy Sets out the general approach, objectives and arrangements put in

place for managing health and safety of airside operations.

Safety Survey Surveys examine particular elements or procedures of an operation

such as problem areas or areas of confusion. Verification of

findings may be needed before corrective action can be taken as

surveys are subjective.

So far as is reasonably

practicable

The degree of risk in a particular job or workplace needs to be

balanced against the time, trouble, cost and financial difficulty.


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9. ACRONYMS

ADM Airport Duty Manager

ADP Airside Driving Permit

AEROP Aerodrome Operating Procedure

AGL Aeronautical Ground Lighting

AIP Aeronautical Information Publication

AIS Aeronautical Information Service

ALARP As Low As Reasonably Practicable

AGM Airport General Manager (Accountable Manager)

ANO Air Navigation Order

ANSP Air Navigation Service Provider

AOI Airside Operational Instruction

AOM Airside Operations Manager

AOO Airport Operations Officer

ARP Aerodrome Reference Point

ASAG Aerodrome Safety Action Group

ASB Airside Safety Bulletin

ASDA Accelerate Stop Distance Available

ATC Air Traffic Control

ATCO Air Traffic Control Officer

ATCU Air Traffic Control Unit

ATE Air Traffic Engineering

ATSA Air Traffic Services Assistant

ATZ Aerodrome Traffic Zone

AVP Airside Vehicle Permit

AWN Airside Works Notice

CAA Civil Aviation Authority (UK)

CAP Civil Aviation Publication

CAT Category

CS EASA Certification Specification

DATCO Duty Air Traffic Control Officer


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DATIS Digital Air Traffic Information Service

EASA European Aviation Safety Agency

FOD Foreign Object Debris

FRRC Friends and Relatives Reception Centre

FSM Fire Service Manager

GM EASA Guidance Material

ICAO International Civil Aviation Organisation

IFR Instrument Flight Rules

IHS Inner Horizontal Surface

ILS Instrument Landing System

LDA Landing Distance Available

LVO Low Visibility Operations

LVP Low Visibility Procedure

Manager ATE Manager of Air Traffic Engineering

Manager ATS Manager of Air Traffic Services

MATS Manual of Air Traffic Services

METAR Meteorological Actual Weather

Met Office Meteorological Office

MOR Mandatory Occurrence Report

NOTAM Notice to Airmen

OIC Officer in Charge (AFS)

OLS Obstacle Limitation Surface

PAPI Precision Approach Path Indicator

PPE Personal Protective Equipment

RESA Runway End Safety Area

RFFS Rescue and Fire-Fighting Service

RTF Radio Telephony

RVP Emergency Services Rendezvous Point

RVR Runway Visual Range

Rwy Runway

SARG CAA Safety and Airspace Regulation Group

SM AFS Station Manager


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SMS Safety Management System

SNOWTAM Notice to Airmen concerning Snow and Ice conditions

SRC Survivor Reception Centre

THR Threshold

TODA Take-off Distance Available

TORA Take-off Run Available

VFR Visual Flight Rules


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TECHNICAL ADMINISTRATION

10. NAME AND ADDRESS OF AERODROME

Aerodrome Name: Cambridge Airport

Address: Cambridge Airport

Newmarket Road

Cambridge

CB5 8RX

11. NAME AND ADDRESS OF CERTIFICATE HOLDER

Holder: Marshall of Cambridge Aerospace Ltd

Airport General Manager (AGM)

Address: Airport House

Cambridge Airport

Newmarket Road

Cambridge

CB5 8RX

The AGM has overall responsibility for the safe operation of the airport and holds

the post of ‘Accountable Manager’, for the purposes of the aerodrome certificate.

12. LEGAL REQUIREMENTS

12.1. Licensing Requirement

The Air Navigation Order requires that certain flights, in particular Public Transport

flights and Flying Training take place at a Certificated Aerodrome.

The Aerodrome Certificate, issued by UK CAA under EU Regulation 139/2014,

provides for Public Transport use of the Aerodrome.

Cambridge International Airport is required by EASA, as an agency of the European

Commission, to comply with European law through EC Regulation 218/2008. Article

8a of the Implementing Rules requires that:

2. the compliance of aerodromes, aerodrome equipment and the operation of

aerodromes shall be established in accordance with the following:


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a) A certificate shall be required in respect of each aerodrome. The certificate

and certification of changes to that certificate shall be issued when the

applicant has shown that the aerodrome complies with the aerodrome

certification basis set out in point (b), and that the aerodrome has no feature

or characteristic making it unsafe for operation. The certificate shall cover

the aerodrome, its operation and its safety-related equipment.

Annex Va of EC Regulation 218/2008, Part B, Section 2 requires that:

(c) The aerodrome operator shall develop an aerodrome manual and operate in

accordance with that manual. Such manuals shall contain all necessary

instructions, information and procedures for the aerodrome, the management

system and for operations personnel to perform their duties.

CIA is a certified provider of Air Navigation Services, Certificate Number

UK/2018/00007.

12.2. Certificate Compliance

The AGM is responsible for ensuring that CIA complies with the conditions of the

Aerodrome Certificate.

12.3. Use of the Airport

Subject to the conditions of the licence, nothing shall be taken to confer on any

person the right to use the aerodrome without the consent of the certificate holder.

The COO shall inform the CAA 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.

13. AUTHORISATION FOR DETAINING AIRCRAFT

The following persons are authorised under Article 257 of the Air Navigation Order

(as amended) to detain aircraft at CIA for safety reasons:

• Airport General Manager

• Airside Operations Manager


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part B


PART B – SAFETY MANAGEMENT SYSTEM

PART B

AERODROME SAFETY MANAGEMENT SYSTEM


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part B – Page 1


1. OVERVIEW OF THE MANAGEMENT SYSTEM

1.1. Introduction to SMS

The definition of an SMS is as follows:

“A Safety Management System (SMS) is an organised approach to managing

safety, including the necessary operational structures, accountabilities, policies and

procedures.”

Part B of the Aerodrome Manual describes the safety management provisions

covering the aviation services and aerodrome operations within the scope of CIA’s

activities, and is a primary component of the Safety Management System (SMS).

The primary requirements of the SMS are to organise CIA’s approach to managing

safety from all aspects of operations. This will be achieved by developing and

applying a systematic approach to safety, including a safety policy and objectives,

which will apply strictly to all airport users.

1.1.1. Context

The airport’s Safety Management System has been established to comply with the

relevant legislation, including but not limited to, ICAO Annex 9, ICAO Doc 9859,

ICAO Annex 14, CAP 1168, EASA Implementing Rules / Organisation

Requirements and the Air Navigation Order.

The SMS is concerned with the operational safety and management of risk at the

aerodrome, relative to aircraft and airfield operations. There are other key areas of

risk at CIA; Occupational Health and Safety, and Business Impact Risk,

Environmental and Security. Whilst all of these elements of risk are crucial and

necessary, it is important to emphasise that the aviation SMS detailed in Part B

focuses on just one of these – the Operational Safety. The other areas illustrated

below do naturally cross-over and complement each other.


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1.2. Scope

The following areas will be addressed by all elements of the SMS; the lists are non-

exhaustive:

a) Air Traffic Services (ATS)

a. Air Traffic Control

b. Air Traffic Engineering

b) Airside Operations

a. Vehicle operations

b. Aerodrome maintenance

c. Changes to infrastructure

d. Control of contractors

e. Aerodrome surface and lighting inspections

f. Wildlife hazard control, including habitat management

g. Winter Operations

h. Aircraft fuelling and related activities

i. Low Visibility Operations

j. Aircraft engine testing

k. Emergency planning

Risk Areas

Occupational Health and

Safety

Environmental Management

System

Operational Safety

Security Management

System

Business Impact Risk


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l. Control of passengers and third parties on the aerodrome

m. Ramp operations, including aircraft turnarounds

c) Airport Fire Service

1.2.1. SMS Components

This Safety Management Manual must also be used in conjunction with the

following, at a minimum, to improve and maintain safety standards:

• Aerodrome Manual

• Emergency Orders

• Manual of Air Traffic Services Part 2

• ATC Unit Training Plan and Unit Competence Scheme

• AGL/ATE Maintenance Plan and Schedule

• Air Traffic Engineering Exposition

• Airside Operations Manuals (e.g. Airside Driving and Vehicle Operations

Manual, Winter Operations Plan)

• Hazard identification and risk assessment

• Airside Operations and ATS Safety Audits

• Accident and incident reporting system

• Safety analysis

o Accident and incident investigations

o Remedial action / mitigation

o Recommendations

o Safety committees and review

1.2.2. Staffing Levels

CIA will ensure that adequate staffing levels are consistently available to be able to

cope with the workload presented and to operate all areas of the airport safely. Line

managers are responsible for rostering and highlighting shortfalls in staff numbers,

with the AGM ultimately accountable for ensuring adequate staff are employed.

For RFFS, the FSM will ensure sufficient staff are rostered to provide the

appropriate level of fire cover to those aircraft landing or taking off at CIA, in

accordance with the Task Resource Analysis.

For Air Traffic Control services, the Manager ATS will ensure staff are rostered to

cover operational requirements, in accordance with SRATCOH. The Manager ATE

has the responsibility for ensuring adequate engineers are available to support

CIA’s Air Traffic equipment and systems.


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2. SAFETY POLICIES AND MANAGEMENT STRUCTURES

2.1. CIA Aviation Safety Policy Statement

The Management of Cambridge International Airport is committed to conducting its activities

in a safe and environmentally responsible manner – for our staff, our customers, our partners

and the public. Everyone who works for Cambridge International Airport is responsible for

meeting this requirement. To this end, the following policies and practices will be an integral

part of the daily operation at our site:

This policy is a key part of the airport’s overall aviation strategy and provides the framework for

management to put in place the organisation and arrangements for carrying it out. This policy will be

actively distributed and adopted, and reviewed on an at least an annual basis.

Brian Cross

Airport General Manager

Date: June 2018

Our commitments are to:

• Achieve the highest levels of safety

performance

• Seek to achieve zero harm to people and

minimal impact on the environment through

our business operations

• Comply with industry best practise to reduce

risk to all airport users as far as is reasonably

practicable

• Systematically manage aviation safety

matters through the application of a formal

SMS

• Rigorously audit and review the safety

implications of all our aviation activities

• Appoint competent, qualified staff to

manage safe airport operations, ATC, RFFS,

engineering and facilities management

services

• Consult with staff and encourage

participation at all levels within our

organisation

• Learn and benefit from our experiences and

the experiences of others

• Establish a ‘Just Culture’, in which all airport

staff share these commitments.

To achieve these commitments we will develop,

implement and maintain an effective aviation

safety management system and procedures that

enable us to:

• Identify, assess and manage hazards, impacts

and risks from our aviation activities

• Meet and, where possible, exceed legislative

and regulatory requirements

• Train and deploy competent staff and

allocate responsibilities and tasks

commensurate with each individual’s skills

• Set, achieve and report against objectives

and targets to demonstrate continual

performance improvement

• Identify areas for improvement through

comprehensive incident reporting and

investigation

• Sustain equipment and facilities that meet or

exceed legislative and regulatory

requirements

• Maintain a culture to encourage the free and

honest reporting of aviation safety issues.


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2.2. Management Reporting Structures

Cambridge International Airport is owned by the Marshall Aerospace and Defence

Group (MADG). The CIA Airport General Manager (AGM), who is the Accountable

Manager, reports to the MADG CEO via the MADG Operations Director.

2.2.1. Marshall Aerospace and Defence Group

MADG Board

Alistair McPhee

Chief Executive Officer

MADG

Mark Follows

Operations Director

MADG

Brian Cross




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2.2.2. Airport Operations and Safety


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2.3. Operational Authority

The Airport Duty Manager (ADM) will hold Operational Authority for day-to-day

airfield operations when on shift. This authority will give them overall responsibility

for airfield decision making and the serviceability of the aircraft movement area.

This role may also be commanded by the AOM when he is on shift.

2.4. 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.

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

peer or subordinate.

Outside of normal office hours it may be necessary for a subordinate to take over

their manager’s safety responsibilities. For example, the ADM takes over the AOM’s

safety responsibilities. The AOM and ADMs are deemed competent and authorised

to take action as required to ensure the immediate safety of aircraft operations at

any time, including in the absence of the AGM.

The ATC Watch Supervisor is deemed competent to deputise for the Manager ATS,

and authorised to take action required to ensure the immediate safety of aircraft

operations at any time, commensurate with the requirements of their license.

2.5. Urgent Matters / Last Resort

At times when an immediate decision needs to be made, the most senior person

available (judged using the organisation chart in this manual), is authorised to make

a decision that resolves a temporary situation. At the earliest opportunity, temporary

decisions will be reviewed through the standard formal processes described in this

manual and any further action or changes taken as appropriate.

In an emergency situation, senior management are contactable via the FACT 24

emergency notification system, which when activated will send email, voice and text

message alerts.


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2.6. Long-Term Absence

Should a key post-holder 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 Fire Service Manager. This temporary

post would then assume the full safety responsibilities of the post being covered.

2.7. 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 (see Part B of this manual) and

special measures put in place to ensure that safety is not compromised. Operations

not in accordance with procedures during such exceptional circumstances will

require approval from the AGM, AOM or ADMs.

2.8. Safety Accountabilities and Responsibilities

Safety accountabilities and responsibilities are necessary to ensure that CIA is

committed, and can demonstrate as far as is reasonably practicable at all levels, the

achievement of the aviation safety policy.

The responsibility for the safety of company activities flows from the ultimate

accountability of the AGM to the department managers and employees who carry

out the daily operational tasks. Personnel are made fully aware of their

responsibilities for safety at all times and will be competent and appropriately

trained.

The specific safety accountabilities and responsibilities for managerial personnel

with a duty for the provision of safe Airport Operations or Air Traffic Services are

defined below and in the MATS Part 2.


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2.8.1. Key Safety / Operational Post-Holders

Position Post Holder

Position Authorised

to Deputise in the

Event of Absence


(Accountable Manager) Brian Cross

Airside Operations

Manager


(Safety Manager) Dan Jones Airport Duty Manager

Manager of Air Traffic Services Mike Shaw ATC Watch

Supervisor

Estates and Buildings (Facilities)

Manager Steve Eley Facilities Supervisor

Fire Service Manager David Thomas AFS Station Manager


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2.8.2. Airport General Manager (Accountable Manager)

Current Post Holder

Brian Cross

Safety Accountability

The Airport General Manager is the nominated Accountable Manager, with

corporate authority and financial responsibility for ensuring that regulatory approval

conditions and safety objectives are met.

The AGM is accountable to the Operations Director for safety, and for ensuring that

risks leading to accidents or incidents resulting from CIA’s operations are reduced

as far as reasonably practicable.

Key Safety Responsibilities

• Ensuring that the terms of the aerodrome certificate are continually met.

• Ensuring that all necessary resources are available to operate the aerodrome

in accordance with regulatory requirements.

• Uppermost responsibility for safety and quality management, ensuring that the

Safety Management System is implemented effectively across all areas of

operation.

• Endorsing the aviation safety policy and leading in the promotion of a just

safety culture throughout the organisation.

• Ensuring that suitably qualified and competent persons are employed in

operational and safety critical roles.

• Ensure that all key post-holders are aware of their safety responsibilities and

held accountable for their safety performance.

• Ensuring that safety does not become subordinate to financial matters.

• Acceptance and review of safety risks and hazards and their associated control

measures, in accordance with Part B of the Aerodrome Manual.

• Ensuring that relevant safety issues are brought to the attention of the Board.

The post-holder’s signature confirms their acceptance of the above.


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2.8.3. Manager of Air Traffic Services

Current Post Holder

Mike Shaw


The Manager of Air Traffic Services is accountable to the AGM for the safe and

efficient operation of the Air Traffic Service within the vicinity of Cambridge

International Airport and local airspace, whilst remaining compliant with EASA and

CAA regulatory requirements.


• Development and maintenance of policies and procedures required to

effectively manage the Air Traffic operation at CIA.

• Ensuring that an appropriate air traffic control service is provided and

maintained.

• Ensuring that staff members are trained, qualified and competent to carry out

their Air Traffic Control and safety management duties.

• Managing staff rosters to ensure that an acceptable and compliant level of

staffing is maintained during airport operating hours and adhering to working

time restrictions set by the regulator.

• Ensuring that all Air Traffic equipment, including navigation aids, radio

equipment, control and monitoring systems and standby power supplies are in

place and fit for purpose.

• Establishing the resources required, and subsequently the financial controls, to

operate an Air Traffic function which is compliant with regulations.

• Ensuring that significant Air Traffic Services safety issues are reported to the

AGM in a timely manner.

• Complying with change management procedures for changes to Air Traffic

equipment, processes and procedures.

• Supplying appropriate and up-to-date information on facilities, equipment

status, procedures, obstacles and other information relevant to flight safety.

• Ensuring that technical safeguarding assessments are undertaken in

accordance with CAP 670 and that appropriate consultations take place.

• Maintain a safe and efficient Air Traffic Engineering environment on the

aerodrome, through effective use of the engineering team.

• Control the servicing and maintenance (including records) of the airfield

Control, Navigation and Surveillance equipment.


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• Ensuring Air Traffic Services risk assessments are completed and updated

accordingly.



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2.8.4. Airside Operations Manager (Safety Manager)

Current Post Holder

Dan Jones


The Airside Operations Manager is accountable to the AGM for the maintenance of

the Safety Management System and for the safe and efficient daily operation of the

aerodrome. The Airside Operations Manager is the organisation’s designated

aviation Safety Manager, in respect of EASA ADR.OR.D.015(c).


• Establishing and maintaining an aviation safety management system and

positive safety culture including arrangements for identifying, reporting and

correcting safety issues and for the initiation of preventative action measures.

• Ensuring compliance with aviation regulations in EASA CS.ADR-DSN and

AMC/GM Part ADR-OPS.

• Ensuring operational risk assessments are completed and updated accordingly.

• In conjunction with Senior Managers, agree safety objectives for all areas of

operation and ensure that appropriate safety performance improvement plans

are being implemented across the organisation.

• Undertaking on-going review of the safety management system to evaluate its

effectiveness and ensuring that improvements are made where required.

• Reviewing and reporting on compliance with SMS policies, procedures and

regulatory standards, ensuring safety issues are reported to the AGM in a

timely manner.

• Overseeing the safety and operational performance of daily operations at CIA,

exercising control through the ADM and Ramp Supervisor.

• Ensuring that the relevant airside safety and operational information is

promulgated to airfield users through the relevant notification channels.

• Ensuring that an Airside Driving scheme is in place that complies with CAP

790.

• Ensuring that a thorough system of airfield inspections is carried out, recorded

and appropriate rectification action is taken.

• Ensuring that local airside operations procedures are in place.

• Ensuring that operational staff members are trained, qualified and competent to

carry out their airside operations duties.

• Ensuring that the CIA Aerodrome Manual is reviewed and updated as required.


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• Ensuring systems and procedures are in place for the control of airfield works,

which do not adversely impact on aviation safety and continued aircraft

operations.

• Ensuring that the aerodrome remains safe for use in adverse weather

conditions including low visibility and winter operations, through development

and activation of procedures.

• Ensuring that aeronautical information is promulgated in a timely and accurate

manner via NOTAMs, the UK AIP and associated publications.

• Ensuring that a procedure exists for physical safeguarding of the aerodrome,

and overseeing the assessment of on and off-airfield development applications.

• Ensuring that aircraft ground handling, servicing and fuel operations are

conducted in a safe and compliant manner.

• Leading investigations into major airfield safety occurrences.



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2.8.5. Estates and Buildings (Facilities) Manager

Current Post Holder

Steve Eley


The Estates and Buildings Manager is accountable to the Head of Facilities for the

daily management and maintenance of airfield services and infrastructure, and for

assigning workflows to other facilities team members.


• Ensuring that a robust runway friction testing regime is in place and

maintained in accordance with CAP 683 and airfield procedures.

• Ensuring that the integrity of AGL systems and high voltage network is

maintained by way of inspections and testing in accordance with procedures.

• Ensuring that repairs to paved and landscaped surfaces are undertaken to a

safe standard.

• Managing the control of FOD by providing resources for collection and

disposal, and repair or treatment of any damaged areas.

• Ensuring the implementation of the airfield Long Grass Policy in order to

minimise the risk of wildlife strikes, in accordance with CAP 772 and the

Wildlife Hazard Control Management Plan.

• Ensuring airfield work in progress is undertaken in accordance with airport

procedures and the Aerodrome Manual.

• Managing the grass cutting programme to ensure that airfield users’ vision of

AGL and signage does not become obscured.

• Ensuring that aerodrome signage and markings are provided and maintained

in accordance with EASA requirements.

• Ensuring that all vehicles and equipment which operate airside are

maintained in a safe condition in line with the requirements of CAP 642.

• Plan and co-ordinate major development and maintenance projects to ensure

compliance with regulations and does not have an adverse safety effect on

aerodrome operations.

• Budgeting for and requesting funding for repairs to paved and landscaped

areas that are damaged or unsuitable for use by aircraft.

• Ensuring that airfield infrastructure, including the runway, taxiways, aprons,

signage, markings and AGL are maintained in a safe and suitable condition

for aircraft use, working in conjunction with the Airside Operations team.


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2.8.6. Fire Service Manager

Current Post Holder

David Thomas


The Fire Service Manager (FSM) is accountable to the AGM for the provision of an

Airport Fire Service which is safe, efficient and compliant with the requirements of

EASA AMC/GM Part ADR-OPS.


• Development and maintenance of AFS policies and procedures required to

effectively manage the AFS operation.

• Ensuring that staff members are trained, qualified and competent to carry out

their safety-related and fire-fighting duties.

• Managing staff rosters to ensure that the level of AFS cover is available is at all

times appropriate for the types of aircraft handled at CIA.

• Ensuring fire risk assessments are effective and updated accordingly.

• Establishing the resources required and subsequently the financial controls to

operate an AFS function which is compliant with regulations.

• Ensuring that AFS safety issues are reported to the AGM in a timely manner.

• Ensure crash and fire alerting systems are in place and functioning to allow

compliance with the Aerodrome Emergency Orders.

• Ensuring the overall effectiveness of the Aerodrome Emergency Orders and

that they are kept updated, and managing the coordination with external

agencies involved in fire-fighting and emergency operations.

• Ensuring that emergency exercises, including regular table-top and live

exercises are carried out.

• Ensuring that essential equipment for snow and ice clearance is available and

serviceable at all times during the winter season.

• Assuming the role of the Wildlife Control Manager and ensuring that an

effective Wildlife Hazard Control Management Plan is in place that at least

meets the requirements of CAP 772.


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2.8.7. Airport Duty Managers

Current Post Holder

Ian Walker

Adrian Rockel

Scott Litchfield


The Airport Duty Managers (ADM) are accountable to the Airside Operations

Manager for ensuring the airfield remains safe and fit for use for aircraft during

operational hours.


• Ensure all airside users comply with airside safety requirements, the aerodrome

manual and local operating procedures and instructions.

• Control the content and distribution of Airside Works Notices to ensure all

airside stakeholders receive notification of work, hazards arising and required

control measures.

• Create and issue operating instructions and safety bulletins to airfield

stakeholders.

• On behalf of the AOM, ensure that physical safeguarding assessments for

permanent and temporary obstacles are undertaken in accordance with CAP

738, and that appropriate consultations take place.

• Activation and control of the snow and ice control plan, including assessment

and reporting of airfield surface conditions.

• Managing aircraft servicing operations, stand allocation, aircraft marshalling

and other ramp activities.

• Managing the airside driving and vehicle operations scheme.

• Performing airfield inspections and reporting on the surface state and

serviceability of the aircraft movement area.

• Initiating emergency procedures, supporting the emergency services and

managing business recovery, as per the Emergency Orders.

• Supporting the AOM with incident and accident investigations, safety risk

assessments and change management assessments.

• Dealing with fuel spillage incidents and liaison with the environmental team.


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3. SAFETY COMMITTEES

Safety committees allow for oversight and review of safety performance throughout

CIA’s operations. They also ensure a framework for safety-related issues to be

raised in a formal environment that includes senior and accountable managers. The

following structural chart does not include committees covering landside or general

health and safety matters.

Terms of Reference for each committee / group are contained in the following

sections.

The Air Safety Meeting carries overall responsibility for the Marshal Aerospace and

Defence Group. It brings together representation from all Marshall divisions and

sets group-wide safety and operational targets, and analyses trends. The Airport

General Manager attends this meeting as the representative for CIA.

Accountable Manager

Air Safety Meeting

(Safety Review Board)

Aerodrome Safety Action Group

(ASAG)

Airfield and Flight Safety Committee

(AFSC)

Local Runway Safety Team

(LRST)

Emergency Planning Group

(EPG)


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3.1. Accountable Manager Air Safety Meeting

TERMS OF REFERENCE – ACCOUNTABLE MANAGER AIR SAFETY MEETING (SAFETY REVIEW BOARD)

Attendees Marshall Group CEO, Accountable Manager, other accountable and senior managers from Marshall Aerospace and Defense Group

Frequency Monthly

Chairperson Marshall Group CEO

Purpose

The Air Safety Meeting incorporates the CIA Safety Review Board and has standing agenda items to review airport safety and top risks, trend analysis and agree plans and objectives. It is responsible for agreeing the allocation of financial resource and ensuring compliance with the conditions of the Aerodrome Certificate and EASA regulations.

Objectives

1. Review Cambridge International Airport operational performance. 2. Ensure that appropriate funds are allocated to safety improvements and safety critical projects, resources

or equipment. 3. Oversee safety standards across the whole airport site. 4. Discuss and review the Cambridge International Airport aviation risk register to determine the top risks and

a strategy for safety improvement and reduction of risk.

Preparation and Closure

• The board will hold regular meetings, as set up by the chairperson, which will be as per the frequency above or as necessary. Agendas and other relevant information will be circulated in advance for consideration.

• The chairperson may from time to time establish and nominate specialist working groups to consider and report on particular safety issues or operational procedures.

• There will be a distribution of meeting minutes, with assigned actions and details of the next meeting.


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3.2. Aerodrome Safety Committee

TERMS OF REFERENCE – AERODROME SAFETY ACTION GROUP

Attendees CIA (AGM, Manager ATS, Manager ATE, AOM, FSM, ADM), MADG Facilities

Frequency Quarterly

Chairperson Airport General Manager

Purpose

The aim of the Aerodrome Safety Action Group is to review and disseminate the latest airfield and ATS safety information between operational managers, and to assess risks and make recommendations to the Safety Review Board. It will serve as the forum for discussion of safety performance and safety objectives, as well as giving members the opportunity to raise safety concerns or suggestions for safety improvement.

Objectives

1. To provide advice and recommendations to the Safety Review Board on aviation safety matters at CIA. 2. To provide feedback to the Safety Review Board on safety mitigation measures already in place. 3. To consider and assess risks relating to all aspects of operational safety, including those related to ATC,

Airside Operations, Ramp Operations, Fuel and Airfield Maintenance. 4. To review the discussion points raised and actions required from other safety groups. 5. To task members of the ASC with actions and projects, based on the outcome of discussions between

ASC attendees. 6. To assess the impact of airfield development or changes to procedures on the risk register / risk

assessments. 7. To oversee recommendations from incident / accident investigations and audits, and tasking members of

the ASC with further actions as required. 8. To disseminate the results of internal, third party and CAA / EASA audits. 9. To identify Safety Performance Indicators and Objectives, and review overall safety performance. 10. To discuss airside developments which may affect CIA staff and assess the impact of change. 11. To review runway safety incidents, and consider the outcomes of ASC discussions on this topic.


• The group will hold regular meetings, as set up by the chairperson, which will be as per the frequency above or as necessary. Agendas and other relevant information will be circulated in advance for consideration.

• The group may from time to time establish and nominate specialist working groups to consider and report on particular safety issues or operational procedures.



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3.3. Airfield and Flight Safety Committee

TERMS OF REFERENCE – AIRFIELD AND FLIGHT SAFETY COMMITTEE

Attendees CIA (AOM, ADM, Manager ATS, FSM, FS), Airlines, Tenants, Aircraft Maintenance

Frequency Quarterly

Chairperson Airside Operations Manager

Purpose

The aim of the Airfield and Flight Safety Committee is to promote and maintain airside and flight safety, and report safety concerns into the Aerodrome Safety Action Group. It is the premier forum for the discussion and resolution of all apron, manoeuvring area and flight safety issues, and incorporates the Local Runway Safety Team. It comprises of senior managers and safety representatives from CIA and tenant companies, airlines and maintenance organisations.

Objectives

1. To oversee operational performance and ensure that hazard identification and risk management are

agreed for any changes to operations or new equipment or procedures. 2. To discuss airside developments which may affect airfield users and assess the impact of change. 3. To review the outcomes of any audits and inspections and any corrective actions/mitigation, including

regulatory, company and third party audits. 4. To discuss and identify trends in accident, incident and near miss reporting, and to ensure that mitigation

actions are put in place to reduce risk in a timely manner. 5. To jointly develop and implement new safe working practices which will benefit all airfield users. 6. To review airside operations procedures including Airside Driving, Winter Operations, Ramp Operations,

Wildlife Control and the maintenance of airfield infrastructure. 7. To assess any issues or procedures relating to fire safety and emergency response, both to aircraft on the

ground and in the air. 8. To develop and promote safety initiatives and safety awareness as part of an effective Safety

Management System. 9. To review Air Traffic / Airspace hazards and risk, flight safety incidents and any MORs filed in the period

since last meeting. 10. To review runway safety incidents, including incursions, excursions, hotspots and other safety significant

events, to comply with EAPPRI guidelines and develop/share new runway safety initiatives.


• The committee will hold regular meetings, as set up by the chairperson, which will be as per the frequency above or as necessary. Agendas and other relevant information will be circulated in advance for consideration.

• The committee may from time to time establish and nominate specialist working groups to consider and report on particular safety issues or operational procedures.



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3.4. Emergency Planning Group

TERMS OF REFERENCE – EMERGENCY PLANNING GROUP

Attendees

CIA (FSM, AGM, AOM, Manager ATS, Manager ATE, ADM, FS), Emergency Response Agencies (Cambridgeshire Police, Cambridgeshire Fire and Rescue, East of England Ambulance, Special Branch, UKBF), Local Authorities, Voluntary Organisations (Red Cross, St John Ambulance)

Frequency Six-monthly

Chairperson Fire Service Manager

Purpose

The aim of the Emergency Planning Group is to direct and oversee the multi-agency emergency planning arrangements at Cambridge International Airport, in order to reduce the effects of an emergency with respect to saving lives and minimising damage.

Objectives

1. To ensure that the Aerodrome Emergency Orders are effective for dealing with all foreseeable aircraft and

non-aircraft emergencies at CIA. 2. To ensure that the Aerodrome Emergency Plan clearly defines internal and external multi-agency

response actions and that they are accurate and fit for all foreseeable scenarios. 3. To outline CIA’s emergency exercise regime, including full-scale and interim table-top exercises and the

scope of emergency scenarios which exercises may cover. 4. To review incidents that have occurred since the last EPG, including local standbys, full emergencies and

actual accidents, and the outcomes of debriefs and learning points from the response. 5. To consider the requirements for contingency planning and business continuity during an emergency. 6. To consider the location of the Survivor Reception Centre and Friends and Relatives Reception Centre,

and the facilities, equipment, supplied and manning required at such locations. 7. To allocate the persons responsible for media liaison and the communications that will be given. 8. To determine incident command and control structure for various scenarios / types of emergency.


• The group will hold regular meetings, as set up by the chairperson, which will be as per the frequency above or as necessary. Agendas and other relevant information will be circulated in advance for consideration.

• The group may from time to time establish and nominate specialist working groups to consider and report on particular emergency response scenarios or other emergency planning matters.



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3.5. Safety Committee Attendance

It is mandatory for post holders with aerodrome safety responsibilities to attend and

contribute to formal safety related committees as detailed in the matrix below. If

post holders cannot attend, they are responsible for briefing and sending a

nominated deputy in their absence.

Post Safety Committee

SRB ASAG AFSC EPG

Airport General Manager ✓ ✓

Airside Operations Manager ✓ ✓ ✓

Manager ATS ✓ ✓ ✓

Fire Service Manager ✓ ✓ ✓

Airport Duty Manager ✓ ✓

Manager ATE ✓ ✓

Fuel and Ramp Supervisor ✓ ✓ ✓

Estates and Buildings (Facilities) Manager ✓ ✓

Aviation Security and Compliance Manager ✓


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4. EMERGENCY RESPONSE PLANNING

CIA is committed to ensuring that effective emergency plans are in place to respond

to various types of emergency that may occur. The responsibility for emergency

planning is assigned to the FSM, and to draft and maintain the Airport Emergency

Plan (AEP). The scope of emergency planning is contained in this manual, with

policies and procedures relating to emergency scenarios found in the AEP.

The AEP describe all aspects of emergency response, including:

• Categories of emergency

• Initial response actions, roles and responsibilities

• Incident command and control structure

• Post-incident follow-up actions

• Emergency response guidance

• Contingency planning arrangements

• Emergency exercise details

Co-ordination of emergency policies and plans is managed by the Emergency

Planning Group which is held quarterly and chaired by the FSM (see Section 3.4).

5. SAFETY INTERFACE WITH STAKEHOLDERS

5.1. Civil Aviation Authority (CAA)

As the UK aviation regulator, the CAA has a major influence on the management of

safety at CIA. The relationship between CIA and the CAA ensures that both parties

are aware of any changes that are planned and that safety is always given high

priority. The primary points of contact between CIA and the CAA will be:

Airport General Manager – Aerodrome Certification

Airside Operations Manager – Airfield Operations and Maintenance

Manager Air Traffic Services – Air Traffic Control

Manager Air Traffic Engineering – Air Traffic Engineering


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5.2. External Emergency Services

The FSM holds the responsibility for maintaining a close relationship with

representatives of all of the external emergency and support services, who have a

role to play within the AEP. The FSM, through the Emergency Planning Group and

ad-hoc meetings, keeps abreast of any changes to the operating structure, key

personnel and equipment of the emergency services.

5.3. Tenants and Service Partners

CIA has a number of tenants and service partners operating on the airfield,

including airlines, flight training organisations, air ambulance and aircraft

engineering. CIA communicates with these partners via the Airfield and Flight

Safety Committee meetings and channels such as operational and safety

instructions.

6. DOCUMENT, DATA AND RECORD MANAGEMENT

CIA departments issue a number of safety-related documents to promulgate safety

information to relevant members of the airport community. Some documents are

issued regularly or periodically, such as the Aerodrome Manual and Airport

Emergency Plan, whereas some documents are issued as required, such as Airside

Safety Bulletins. Documents will also be updated as changes are made to

regulatory documents.

This section outlines the process for managing safety-related documentation.

ATS documentation will be controlled in accordance with DI 04.

6.1. Types of Documentation

The following table lists the major safety documents issued by CIA and the owner

responsible for the completion, amendment and accuracy of associated documents.

Document Title Brief Description Review

Frequency Owner

Aerodrome Manual

A mandatory document required by EASA which outlines the physical characteristics and operating procedures at Cambridge

Annual re-issue, minor administrative amendments as required.

AOM


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International Airport.

Aerodrome Manual Part A – General

Introduction to the Aerodrome Manual.

Aerodrome Manual Part B – Safety Management System

Describes CIA’s safety policy and objectives, risk management, safety assurance and safety promotion.

Aerodrome Manual Part C – Particulars of Aerodrome Site

CIA location, features, facilities and services.

Aerodrome Manual Part D – Particulars of the Aerodrome Required to be Reported to the AIS

Details aerodrome features required to be reported to the Aeronautical Information Service.

Aerodrome Manual Part E – Aerodrome Policies and Procedures

Details policies and procedures for those operating airside and managing air traffic and airside operations at CIA.

Manual Air Traffic Services Part 2

A manual which details the local operating procedures for the Air Traffic Control Unit at Cambridge International Airport, and builds on the information contained in MATS Part 1.

Annual re-issue, version updates as required.

Manager ATS

ATC Unit Training Plan

A mandatory document required by EASA which details the training and competence requirements of ATCOs.

Every 3 years Operations and

Technical Manager

Airport Emergency Plan

The AEP contains instructions to be followed for airport staff and emergency responders during various emergency scenarios, and guidance for the on-going response and resolution.

Annual re-issue, version updates as required.

FSM

Airside Works Notice (AWN)

A notice issued to the airside community in advance of minor or

As required ADM


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major works being carried out.

Airside Operational Instruction (AOI)

An instruction containing information on a new or amended operational process or procedure, distributed as the need arises.

As required AOM / ADM

Airside Safety Bulletin (ASB)

A document issued to relevant persons regarding a recent safety incident, non-compliance, concern or trend, for which improvement is needed, or as a reminder of an existing safety requirement.


Ramp Safety Instruction (RSI)

An instruction issued to the ground services team or other ramp staff regarding a safety incident or non-compliance within the ramp and fuel disciplines.


ATC Temporary Operating Instruction (TOI)

An instruction specific to ATC, detailing temporary operating procedures, for example during a taxiway closure, special event or work in progress, not to be used for a permanent change.

As required Operations and

Technical Manager

ATC Supplementary Instruction (SI)

An instruction specific to ATC, detailing a permanent change to operating procedures but which is not yet contained within MATS Part 2, to re-emphasise an existing instruction or for urgent amendments to other ATC documents.

As required Operations and

Technical Manager

Temporary Airfield Instruction (TAI)

An instruction, relevant to single or multiple airfield users, detailing temporary airfield operating procedures

As required AOM


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for example an alternative airside driving route during work in progress or a restriction on marshalling manoeuvres due to stand closures.

6.2. Numbering and Version Control

Cambridge International Airport documents will all have the prefix ‘CIA’.

Documents at CIA will generally be sub-divided into one of the following types, and

referenced accordingly:

M Manual

P Procedure

D Document

I Instruction

F Form or Record

T Training presentation

MISC Miscellaneous

The document will have a reference to the originating department:

AFS Airport Fire Service

ATC Air Traffic Control

ATE Air Traffic Engineering

AOPS Airside Operations

FUE Fuel Department

FAC Facilities

GHO Ramp Operations / Ground Handling Operations

A document reference will be in the following format for ease of tracking by type and

by department:

CIA – Type – Dept. - ### e.g. CIA-M-AOPS-001 – Aerodrome Manual


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6.3. Document Change Process

Prior to the creation of a new document or change to an existing document, the

document owner must ensure that they have followed the following steps:

1. Identify the document requirement / change

2. Create new, or draft amendment to the existing document

3. Fill out a document change request form (CIA-F-SMS-003)

4. Submit completed change request form to a department appointed document

controller

5. Review draft changes with other operational areas that may be impacted by the

change

6. If regulatory approval is required by the originator or any impacted department,

this should be requested with sufficient notice

7. Change request form signed off by relevant manager and department

document controller

8. Notify all persons on the distribution list of the new/amended document, the

issue date and compliance date

9. Update the appropriate document control register

6.4. Document Issue

Documents are normally issued electronically so that recipients receive the latest

version as soon as possible and also to reduce the need for printed controlled

copies. The latest copies of documents are available on the Marshall M: drive.

An email will be sent to affected departments/companies when a new version of a

document is available.

Hard copies of documents may be kept ‘controlled’ or ‘uncontrolled’ and will be

clearly marked accordingly. Document issue and control is the responsibility of

nominated persons in each department.

Records relating to aviation activities may be stored in paper or electronic format,

and for a minimum period of five years. Records stored electronically will be backed

up on at least a daily basis (within 24 hrs of any new entry).


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6.4.1. Document Amendments

Documents such as an Airside Operational Instruction are issued when required,

but are not updated with subsequent version numbers. If an instruction requires a

change (other than administrative only), it will be completely re-issued with a new

reference number and the previous document cancelled to avoid any confusion.

It is important 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. Documents will therefore be named in the following manner:

Aerodrome Manual

YYYYMMDD / Airport Name / Aerodrome

Manual / Version #

i.e. 20180101 Cambridge International Airport

Aerodrome Manual / Version 1.0

Emergency Plan

YYYYMMDD / Airport Name / Emergency Plan /

Version #

i.e. 20180101 Cambridge International Airport

Emergency Plan Version 4.0

AWN / AOI / ADN / ASB / TOI / SI /

ATOI

‘Abbreviated Document Name’ ‘YYYY’ ‘Issue’ i.e.

AOI 2018/09

6.4.2. 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, page

numbering or similar. This does not require a new version of the relevant

document(s) to be issued, and as such, changes will be made without notification.

6.5. Obsolete Documents

Obsolete documents are to be stored in the ‘Archive’ folder to ensure a fully

auditable trail. Any hard copies of obsolete documents are to be removed and

destroyed to prevent out of date information and procedures accidentally being

used.


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6.6. Change to Regulatory Documentation

It is important that when changes are made to regulatory documents by the CAA or

EASA, that these changes are reflected in local CIA documentation. All operational

senior managers will subscribe to the automatic updates from the CAA and EASA

websites, and incorporate necessary updates into the documents for which they are

responsible. When notification of a new CAA or EASA document is received, the

relevant manager will be responsible for completing an impact assessment using

form CIA-F-SMS-004.

Changes may initially be promulgated via an ATOI, TOI or SI pending a full review

of the relevant CIA document.

6.7. Aeronautical Data Quality

To ensure the quality and accuracy of data promulgated in the UK Aeronautical

Information Publication (AIP), an AIP editorial team will meet periodically to discuss

necessary amendments or additional inclusions. The team will be led by the AOM,

attended by operational managers, and will aim to align with the Aeronautical

Information Regulation and Control (AIRAC) cycle. The AOM or other nominated

sponsor will be responsible for submitting AIP change requests to NATS.


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6.8. Recording of Aircraft Movements

All aircraft movement records at CIA are stored on the Copperchase system. Data

is entered by the duty ATSA or ATCO. Data will be taken from the flight progress

strips. Data is stored in the database indefinitely and archived annually. The system

records the number, type and date of each movement, and the number of

passengers.

Completed flights are displayed in the movement log with either a yellow, green or

red box to the left hand side. A yellow box indicates that the flight has been

completed, but not yet accessed by the Air Ops system (used for reports and

invoicing). A green box indicates that the flight has been completed and has been

accessed by the Air Ops system. A red box indicates that the flight details are

incomplete or there is an error, for example the aircraft registration or runway in use

has not been entered.

6.9. Record Keeping

See CIA-P-SMS-004 Record Keeping.


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7. SAFETY RISK MANAGEMENT

The process of safety risk management is a systematic approach towards reducing

the risk of personal injury or loss of life, preventing damage to property and

reducing the possibilities of financial, environmental and societal losses.

ICAO defines safety risk management as “the assessment and mitigation of the

safety risks of the consequences of hazards that threaten the capabilities of an

organization”.

Once a safety hazard has been identified, all possible associated risks must be

assessed. With a greater understanding of the associated risks, it can be

determined whether the risk is within the parameters of the acceptable level of

safety. Risks that are not found to be within those parameters must be acted on and

mitigated against, which may mean suspending a particular task or activity. The

safety risk management process is designed to ensure that operational safety risks

are reduced to As Low as Reasonably Practicable (ALARP).

This section describes the operational safety risk management process for CIA

operational areas, as stated in Section 1.2. Note that a separate method of risk

assessment is used throughout the Marshall Group for assessment of hazards

relating to the activities of other divisions, general/occupational health and safety

hazards and job function-related tasks.

7.1. Definitions and Terminology

Hazard: A situation or object with the potential to cause death or injury to a

person, damage to equipment or a structure, loss of material, or a

reduction of ability to perform a prescribed function.

Consequence: The possible adverse outcome or outcomes resulting from the

realisation of a hazard.

Severity: The extent of harm or damage associated with the consequence of a

hazard being realised.

Likelihood: The chance, or probability, of an adverse consequence or condition

occurring.

Risk: An expression used to describe the overall assessment of a hazard,

measured in terms of severity and likelihood.


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Control Measures: The mitigation put in place aimed at preventing or reducing

either the severity or the likelihood of an undesired occurrence

or adverse consequence. These may be human (procedures,

rules), physical (barriers, containment) or technological

(alarms, software controls) for example.

7.2. Risk Assessment Methodology

7.2.1. General

CIA’s general methodology is based on the risk assessment model shown in ICAO

Doc 9859 Safety Management Manual, and incorporates industry best practise.

Assessments will in principle follow the identification, assessment and mitigation

process detailed in ICAO Doc 9859, as shown below.

The risk assessment model in CAP 760, using a seven-step assessment and

mitigation process, is used as the basis for Air Traffic Services risk assessments.

1

2

3

4

5


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7.2.2. Objective

This methodology is designed to provide personnel with guidance in conducting

safety risk assessments. It is not intended to be exhaustive or to be sufficient to

educate inexperienced personnel to conduct a full risk assessment. This section

outlines the principles of the risk assessment process employed in operational

areas at CIA.

7.2.3. Scope

There are broadly three different circumstances in operations 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.

7.3. Risk Assessment Documentation

Operational risk assessments shall be completed using the risk assessment

template (HSW Form 3). The results will then be added to the aviation risk register.

7.3.1. Competence for Carrying out Risk Assessments

Competence for carrying out risk assessments in line with this methodology is

determined through a combination of training and experience. Assessors will be

given formal training in risk assessment techniques, which may be delivered

internally (through the MADG Safety Department) or externally.

7.3.2. Contributing Personnel

If all potential hazards are to be identified, the people involved in the risk

assessment must have a good understanding of the safety risk management


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process and the operational area being assessed. Contributors will be selected

based on their experience and knowledge of an operational function.

7.3.3. BowTie Risk Management Methodology

The bowtie methodology is one of the barrier risk models available which are used

for the identification and management of risk. The bowtie is a visual representation

of hazards, safety events and consequences, and the critical barriers which are in

place (or may be lacking).

The bowtie model consists of different elements and revolves around the hazard

(the activity with potential cause damage or harm) and the top event (the release or

loss of control of the hazard). The model is split into two distinct parts: the threat

analysis and the consequence analysis. Diagrammatically, the hazard and top

event are placed at the centre, with the top event forming the ‘knot’ of the bow tie.

The threats and their control measures are on the left-hand side, and the

consequences with their recovery measures on the right-hand side.

At present, BowTies are predominantly used to assess the airport’s perceived ‘top

risks’, to facilitate workshops or carry out reviews of incidents. It is recognised that

operational risk assessments are to be converted to BowTies in due course; until

this transfer is complete, the primary format for risk assessment is HSW Form 3.


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7.3.4. Risk Management Process

Step 1 – Define Safety Hazards

Risk management starts with a definition of the operations that are carried out at

CIA and their associated hazards. A hazard is a condition, object or activity with the

potential to cause damage or harm. Hazards can be identified reactively (from

MORs, incident/accident reports), proactively (surveys, audits, voluntary reporting)

or predictively (direct observations, brainstorming).

For example a hazard could be ‘bird activity on or in the vicinity of runway 05-23

during aircraft operations’, or ‘thunderstorms on or near the airfield during aircraft

refuelling’.

Step 2 – Safety Prevention, Control and Mitigation Measures

Safety controls or barriers can be established for each threat or consequence, to

reduce the likelihood of a consequence occurring, and occasionally the severity of

the effects. A control is defined as ‘a measure taken which acts against some

undesirable force in order to maintain a desired state’. A control measure will seek

to eliminate, prevent, reduce or mitigate. This in turn will seek to reduce the risk to

an acceptable or tolerable level. At this stage, existing control measures should be

listed.

Step 3 – Estimation of the Probability of Consequences

The probability (or likelihood) of a consequence occurring shall be scored using the

matrix in Figure 2 below, both for the initial risk (with existing control measures) and

for the residual risk (after further controls have been implemented).

Step 4 – Estimation of the Severity of Consequences

The severity of a consequence occurring shall be scored using the matrix in Figure

3 below, both for the initial risk (with existing control measures) and for the residual

risk (after further controls have been implemented).


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Step 5 – Further Mitigation

After the initial risk review likelihood and severity have been calculated, further

mitigation or control measures should be considered by the assessors.

When considering the control measures to be applied to a threat or consequence,

the ALARP principle shall be used. ALARP requires a cost-benefit analysis and can

be defined as reducing the risks to a level that is not inversely proportional to the

cost, time and effort required to implement mitigation.

Step 6 – Safety Risk Tolerability

The overall level of safety risk is determined using the scoring applied to the

likelihood and severity of a consequence occurring. The tolerability score is

calculated using the safety risk tolerability matrix in Figure 1 below. This gives an

output in terms of a numeric index and also a colour-coding in each box within the

matrix.

Catastrophic 5 5 10 15 20 25

Serious 4 4 8 12 16 20

Moderate 3 3 6 9 12 15

Minor 2 2 4 6 8 10

Negligible 1 1 2 3 4 5

Extremely Improbable

Improbable Remote Occasional Frequent

1 2 3 4 5

Figure 1


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A judgement is then made as to whether the level of risk at present is tolerable and

whether further control measures are required. A safety risk will be scored using the

red/amber/green method which corresponds to the definitions below.

Tolerability Risk Score Action Required

High Risk 13 - 25

Stop process or operation immediately. Risk is not

acceptable under current circumstances – activity

should be terminated pending further mitigation or

control measures to reduce the likelihood and/or

the severity of the hazard consequences. Only the

Accountable Manager can approve such operations

in exceptional circumstances.

Moderate Risk 5 – 12

The severity or likelihood of the consequence is of

concern, however the risk is acceptable based on

existing mitigation and periodic review of control

measures, and with the endorsement of the Safety

Manager or Accountable Manager. Further

mitigation should be planned to reduce the risk to

ALARP.

Low Risk 1 – 4

Risk is acceptable – the activity can continue or

commence without change to existing measures,

as the consequence is improbable or not severe

enough to be of concern. However, where possible,

further mitigation shall be considered and applied

to reduce the risk to ALARP.

To ensure that relevant managers are made aware of the safety risks, a sign-off

process is required, in accordance with a hierarchy related to the level of risk

tolerability. This ensures that the correct level of authority is issued to the

appropriate level of risk. The colour-coded boxes below indicate the level of sign-off

that is required.

SIGN-OFF AUTHORITY FOR RISK ASSESSMENT

Risk is not acceptable

Safety Manager /

Accountable Manager

Department Manager


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PROBABILITY OF OCCURRENCE – AIRPORT OPERATIONS

Qualitative Definition

Permanent Operations Temporary Project Value

Frequent • About once a week

• Known to occur at CIA about 50 times per year on average

Almost certain to occur several times during the programme or activity

5

Occasional • About once a month


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

4

Remote

• About once a year

• May occur at CIA once in a few years on average

• Reported in the industry occasionally

Possible, but unlikely to occur during the programme or activity

3

Improbable

• Occurs about every 5 to 10 years

• May rarely have happened at CIA

• Known to be reported in the industry, but infrequently

Very unlikely to occur during the programme or activity

2


• On average, occurs less than once every 10 years

• Almost impossible; should virtually never occur but may be known rarely worldwide

Highly unlikely to occur during the programme or activity

1

Figure 2


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PROBABILITY OF OCCURRENCE – AIR TRAFFIC SERVICES

Qualitative Definition

ATC ATE

Value

Permanent Operations Quantitative

Annual / Daily Definition

Quantitative Hourly Definition

Frequent • About once a week


Once per hour to once in 40 days

1 to 10-3 per hr.

5

Occasional • About once a month


Once per 40 days to once in 10

years

10-3 to 10-5 per hr.

4

Remote

• About once a year

• May occur at CIA once in a few years on average

• Reported in the industry occasionally

Once in 10 years to once in 1000

years

10-5 to 10-7 per hr.

3

Improbable

• Occurs about every 5 to 10 years

• May rarely have happened at CIA

• Known to be reported in the industry, but infrequently

Once in 1000 years to once in 100,000 years

10-7 to 10-9 per hr.

2


• On average, occurs less than once every 10 years

• Almost impossible; should virtually never occur but may be known rarely worldwide

Never < 10-9 per hr.

1

Figure 3


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SEVERITY OF OCCURRENCE – AIRPORT OPERATIONS

Aviation Definition Meaning Value

Catastrophic

• Aircraft destroyed / damaged beyond repair

• Vehicle or equipment destroyed with associated loss of life

• Single or multiple fatalities, or multiple major injuries

• Major fire or explosion with substantial loss of facilities

• Catastrophic damage

5

Serious

• 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

• Multiple bird or wildlife strike causing major aircraft damage

4

Moderate

• Moderate to serious damage to an aircraft, unserviceable pending 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 attentions

• Bird or wildlife strike with a high risk species causing significant damage

3

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 a few hours)

• Bird or wildlife strike causing minor damage to an aircraft

2

Negligible

• Nuisance or distraction but nil injury or near miss

• Procedure violated with no adverse effect

• Bird or wildlife strike with a single, small, low-risk species

• Slightly reduced safety margin but controlled within existing procedures

1

Figure 4


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SEVERITY OF OCCURRENCE – AIR TRAFFIC SERVICES

Aviation Definition Meaning Value

Catastrophic

Accident; as defined in Council Directive 94/56/EC for ATS. Also includes loss or substantial damage to major aerodrome facilities. Serious injury or death of multiple staff or other users of the aerodrome.

5

Serious

Serious Incident; as defined in Council Directive 94/56/EC for ATS. For the aerodrome, an event where an accident nearly occurs. No safety barriers remaining or no ability to provide ATC. The outcome is not under control and could very likely lead to an accident e.g. only pilot action / TCAS / providence prevents an accident. Damage to major aerodrome facilities. Serious injury to staff or other aerodrome users.

4

Moderate

A major incident with the operation of an aircraft, in which safety may have been compromised, leading to a near collision between the aircraft with ground or obstacles. A large reduction in safety margins. Outcome is controllable by existing emergency procedures or equipment. The safety barriers are few, approaching none. Severe impairment of ATC effectiveness and increased workload. ATC recovery difficult. Minor injury to persons or minor damage to aircraft or major aerodrome facilities.

3

Minor

Significant incident involving circumstances indicating that an accident, serious or major incident could have occurred, if the risk had not been managed within safety margins, or if another aircraft had been in the vicinity. A significant reduction in safety margins but several safety barriers remain to prevent an accident. Reduced ability of the flight crew or ATC to cope with increase in workload. Only on rare occasions could the occurrence develop into an accident. Nuisance to personnel.

2

Negligible

No immediate effect on safety. No direct or low safety impact. Existing safety barriers may come into play to avoid the event turning into a significant incident or accident.

1

Figure 5


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7.4. Considerations

Hazards are constantly identified and reviewed through reactive, proactive and

predictive sources and methods of safety information, collected and analysed as

identified elsewhere in this manual. It is a continuous process whereby safety data

and near miss observations are analysed to identify new hazards or determine

whether existing hazards require review.

Examples of the scope of factors and processes to be considered in hazard

identification include:

a) Natural hazards, such as terrain, adverse weather and geophysical events (e.g.

floods)

b) Technical factors, hardware, software, tools and equipment

c) Design factors

d) Procedures and operating practises, including documentation and checklists

e) Communications, including means, terminology and language

f) Organisation factors, such as company policies, operating pressures, training

and allocation of resources

g) Environment factors, such as noise, vibration, temperature, lighting and the

availability of PPE

h) Human factors and performance, such as medical conditions, physical and

mental limitations, fatigue, overload, experience and distraction

Hazards may be identified through reports of actual safety occurrences (accidents,

incidents, near misses), or they may be identified through proactive and predictive

processes aimed at identifying hazards before they trigger safety events.

Sources for identifying hazards include, but are not limited to:

• Safety reports and performance analysis

• Formal investigations and accident reports

• Safety audits and surveys

• Knowledge and experience from subject matter experts

• Feedback from training or peer observations

• External industry sources, such as CAA safety data and other organisations


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7.5. Control and Mitigation Measures

Control measures are aimed at blocking the causes from leading to a hazard being

present. It must be realised that this is not always possible, for example, preventing

fog from forming or thunderstorms from occurring. Safety mitigation and control

measures are aimed at limiting the level of consequence if a hazard is realised.

Once these mitigation techniques and/or control measures have been successfully

implemented, a re-assessment of the risk will be required to define whether an

acceptable level of safety now exists and whether it is ALARP.

Safety risk mitigation must be balanced on the following:

Effectiveness: To what extent will the consequences be reduced?

Cost/benefit: Will the benefits of the mitigation outweigh the costs?

Practicality: Is the mitigation practical in terms of technology, finances,

political will and legislation and regulations?

Challenge: Can the mitigation withstand scrutiny from all stakeholders?

Enforceability: If new rules or regulations are implemented, are they

enforceable?

Durability: Will the mitigation stand the test of time?

Residual risk: After mitigation, what will be the residual safety risks?

New problems: What new safety risks may be introduced by the proposed

mitigation?

Safety control and mitigation measures may include one or more of the following

controls, which are listed in a hierarchy of effectiveness:

• Remove the hazard entirely or cease / cancel the process or activity it relates to

• Design the hazard out by modifying the system

• Install physical barriers or guards that prevent or reduce exposure to the

hazard, or reduce the severity of consequences

• Issue warnings, advisories or signs for the hazard

• Make procedural changes to avoid the hazard or to reduce the likelihood or

severity of the associated consequence

• Provide training to avoid the hazard or to reduce the likelihood of an associated

consequence

• Ensure that a suitable response and contingency plan are in place.


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7.6. Review of Safety Risk Assessments

All safety risk assessments are valid for one year and should therefore be reviewed

at least annually. The department nominated document controllers will alert

responsible managers to a risk assessment review approaching.

Any safety risk assessment must also be reviewed if a significant change is

identified or if safety reports indicate that control measures may not be effective.

Change risk assessments include a prompt box as to which core area risk

assessments will require a review as a result of the change.

7.7. Temporary Hazard Analysis (THA)

A THA may be used to address a short-term situation where the scope and impact

are limited and can be reasonably handled at Duty Management level at, or near to,

the time of the event. Such an event might be:

• Unplanned/emergency maintenance work on a taxiway surface

• Failure of an AGL system

• Depletion of AFS capability

• Blocked section or infringement of manoeuvring area

• Surface contamination or damaged movement area surface

A THA will be carried out in accordance with the THA checklist (CIA-F-SMS-005),

and will normally entail a discussion between the ADM, a representative from ATC

and other key operational post-holders. There is no requirement for a formal

recorded assessment of specific risks, but rather the process will show what issues

have been considered and what measures have been put in place to mitigate any

reduction in facilities or capability. Actions to address each of the checklist items will

be agreed between the parties and recorded on the checklist before affected

operations are permitted to continue.

7.8. System Safety Cases

Safety Cases or Safety Assurance Documentation (SAD) for Airside Operations

and AFS are the responsibility of the AOM and FSM respectively, and are likely to

be produced in-house. For more complex cases, external consultants may be used.

The structure of the safety case may vary depending on the area being assessed.

The production of a safety case for Air Traffic Services is a specialist task and as

such, depending on the complexity, CIA may produce this in-house or commission


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this responsibility to an external specialist, whom is experienced and competent in

the production of ATS safety cases. ICAO Annex 11 requires that any significant

safety-related change to the ATC system shall only be implemented after a safety

case has demonstrated that an acceptable level of safety will be maintained. CIA

will follow the guidance in CAP 760.

Where circumstances require a risk assessment to be undertaken with a view to

investigating and implementing mitigation measures, CIA requires that criteria in

CAP 760 will be adopted, including the process for risk assessment and mitigation,

which is reflected in this manual. Thus, the severity and likelihood classifications for

hazards will use the qualitative and quantitative definitions in Section 7.3.4. The risk

assessment shall ensure that identified risks are reduced to ALARP.

A completed safety case will require formal sign-off and approval from the AGM as

the Accountable Manager.

8. MANAGEMENT OF CHANGE

In order to comply with EASA ADR.OR.B.040, CIA will follow procedure CIA-P-

SMS-001. This procedure details the processes to be followed for changes

requiring prior approval and changes not requiring prior approval. It covers the

following types of change:

• Development of new or upgraded infrastructure

• Changes to aerodrome infrastructure or physical characteristics

• Maintenance of existing infrastructure

• System / equipment change

• Procedural change

• Changes to the management system

Air Traffic Services will follow DI 05 and DI 06 for the management of change.

9. SAFETY REPORTING AND INVESTIGATION

Safety reporting and investigation is carried out for two main reasons. The first is

that in certain circumstances it is a legal requirement for an incident or accident to

be reported and then investigated. The second is that useful information can be

gathered, analysed, and learned from by reporting safety occurrences, with the aim

of reducing further incidents. CIA’s aim is to prevent accidents by facilitating prompt,

efficient and high-quality safety investigations.


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It is a legal requirement that aircraft accidents and incidents are reported to the Civil

Aviation Authority (CAA), the Air Accident Investigation Branch (AAIB) and the

Health and Safety Executive (HSE), if deemed appropriate by the AGM, Manager

ATS or AOM. Furthermore, prompt and thorough investigations of accidents and

occurrences may result in important lessons being learned, helping to avoid a re-

occurrence.

A successful reporting system will lead to the compilation of a database of detailed

information. This can be used to improve operating procedures and provide a better

understanding of the cause of such accidents or incidents, helping to avoid a

reoccurrence.

9.1. Company Safety Reporting System

CIA operates a company safety reporting system that complies with the

requirements of EASA AMC1 ADR.OR.D.030 and EU 376/2014. The system is

designed to capture both mandatory and voluntary safety reports. The electronic

system used to capture reports is the ‘Safety Matters’ page on the company

intranet: http://ian/SiteAssets/Ian.aspx. Reports submitted via this method are

entered into an incident reporting database on Q-Pulse software, by a member of

the MADG Safety Cell.

All accidents, incidents and safety occurrences will be recorded in the first instance

on an Airfield Occurrence Report (AOR). Once the report form has been completed,

it will be sent to a pre-determined list of recipients applicable to the event being

reported. The MADG Safety Cell will review reports for data completion and

accuracy, and assign responsibility for investigation.

The electronic reporting system is available to airport and MADG staff; based

aircraft operators, engineering MRO organisations, and other organisations

operating at CIA are able to report via paper reporting forms or to Airport

Operations, who will complete an occurrence report on their behalf.

9.2. Mandatory Occurrence Reporting (MORs)

An MOR is defined in CAP 382 as “any incident which endangers or which, if not

corrected, would endanger an aircraft, its occupants or any further person”.

All staff shall be responsible for ensuring that accidents, serious incidents and

safety occurrences are reported in accordance with company requirements. Line

managers are then responsible for ensuring that AORs which are in the scope of


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EU 2015/2018 List of Classifying Occurrences in Civil Aviation to be Mandatorily

Reported are reported via the EU aviation safety reporting portal.

9.2.1. Reportable Occurrences

An event must be reported if it meets any of the criteria in EU Implementing

Regulation 2015/1018 Annex III or IV. This generally includes:

• Any incident relating to such aircraft or any defect or malfunctioning of such an

aircraft, or any part or equipment of such aircraft, being an incident,

malfunctioning or defect endangering, or if not corrected would endanger, such

an aircraft or its occupants.

• Any defect in or malfunctioning of any facility on the ground used or intended to

be used for purposes of or in connection with the operation of such aircraft,

being a defect or malfunctioning or defect endangering, or if not corrected

would endanger, such an aircraft or its occupants.

9.2.2. Reporting Procedures

Although it is preferable for mandatory reports to be a member of the airport

management team, mandatory reports can be submitted by employees in any of the

following airport departments:

• Air Traffic Control

• Air Traffic Engineering

• Facilities

• Airport Fire Service

• Airport Operations

• Ramp Operations / Ground Handling

Staff will be educated and encouraged to submit mandatory reports via the

company’s safety reporting system.

The AOM or Manager ATS will submit a mandatory report if they can consider an

internal report also falls into the scope of EU 2015/1018. To avoid duplication, the

AOM shall liaise with the Manager ATS as to who will submit the report.

Details of any occurrence deemed to require a mandatory report shall be reported

using the European Co-ordination Centre for Accident and Incident Reporting

Systems (ECCAIRS) community portal at www.aviationreporting.eu. Reports must

http://www.aviationreporting.eu/


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be submitted within 72 hours of the event occurring, unless exceptional

circumstances prevent this.

9.2.3. Follow-up Procedures

Any report submitted to the ECCAIRS portal should also be recorded on an internal

AOR using the procedures detailed in Section 9.3 below. Company policy is for

reports to be submitted internally within 24 hours of the occurrence.

Mandatory reports submitted by CIA and other parties will be reviewed and

discussed at the Airfield and Flight Safety Committee and/or ASAG meetings,

unless they have been submitted confidentially.

9.3. Voluntary Airfield Occurrence Reporting

Airfield and ATC occurrence reporting and investigation, using the ’Safety Matters’

report, is in place at CIA to ensure that action is taken to safeguard life and

property, including aircraft, vehicles, equipment and airport infrastructure. It

facilitates the collection of occurrence reports that may not be captured by the

ECCAIRS mandatory reporting system, and other safety-related information which

is perceived as an actual or potential hazard to aviation safety.

The objective of the system is to enable full investigations into the causes of

accidents or safety occurrences so that remedial or mitigation measures can be

implemented to prevent a future reoccurrence. It is not the purpose to assign blame

for disciplinary purposes.

9.3.1. Confidentiality

Safety reports filed using the ‘Safety Matters’ report can be done so confidentially

by ticking a box on the reporting form. Such reports will go directly to the Head of

Quality only. Reports can also be filed confidentially using paper forms positioned at

strategic locations around the airport site. This reporting system provides a means

to allow airfield users to raise safety concerns that can be responded to and

investigated further, whilst maintaining anonymity and without fear of disciplinary or

punitive action.

Only selected managers or administrators will have access to view the AOR

database on Q-Pulse. Occurrence information shall only be used for the

maintenance or improvement of safety, and not for the purpose of attributing blame

or liability or otherwise. Personal details shall only be made available where

absolutely necessary.


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9.3.2. Reporting Procedures

Occurrence reports should be filed as soon as possible, and normally within 24

hours of the event. If an accident occurs or a serious safety hazard is observed, it

shall initially be reported verbally to a supervisor or line manager, with a written

report to follow afterwards.

Accidents and safety occurrences requiring emergency assistance must be

reported without delay to the ADM on 01223 393535 or ext. 3535, giving details of:

• The name and employer of the reporter

• Location of accident/safety occurrence

• Injuries to personnel

• Equipment involved

• A description of what happened

• What immediate assistance is required

The scene of the accident or safety occurrence should be isolated and the vehicles,

plant and equipment involved in the accident or safety occurrence left in situ until

the ADM is in attendance. However, if in the judgement of the senior person present

or AFS Officer-in-Charge their removal is necessary in the interests of safety or

preservation of life, this may be done. The scene should preferably be

photographed from various articles before being disturbed.

9.3.3. Initial Post-Incident Actions

It may be required to request an emergency response by contacting the AFS, via

ATC, if injuries, fire or explosive risk are evident. Incidents should be reported as

soon as practicable, providing incident details and location. The next priority will be

to take immediate precautionary or containment action as required, pending the

results of a full investigation.

The individual’s line manager or supervisor is to make a judgement whether to

relieve a staff member who has had an incident, from operational duty as soon as is

practicably possible, especially in the event of an accident where there has been

serious injury, significant damage or a loss of life.

Following any accident that has caused an injury or damage to aircraft, vehicle or

equipment, or is considered to be a runway incursion, the driver’s Airside Driving


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Permit (ADP) will be withdrawn immediately by Airport Operations, pending

investigation, irrespective of the apparent cause of the accident.

Company suspension shall be taken without prejudice, with pay and shall not be

considered as punitive or disciplinary. If the basic facts indicate that the actions of

the staff member involved had no bearing on the incident, removal from operational

duties may not be necessary. In the case of ATC, removal from operational duties is

mandatory and is always applicable, except when it is immediately clear and

obvious to both the controller and supervisor that it would be meaningless to do so.

This may be due to either the minor nature of the incident or that the incident was

caused solely by external influences, and that the full responsibility rests elsewhere.

The decision as to when to re-assign the controller or assistant to operating

positions is to be made by the Manager ATS, or ATC Operations and Technical

Manager (OTM) in their absence, as soon as practicable.

9.3.4. Items to be reported

Fuel Wildlife Control Aircraft Occurrence - Airborne

Fuel contamination or misfuel Confirmed strike Airprox

Fuel spillage Unconfirmed strike Airspace infringement

Refuel / defuel Significant event Engine problem

Ground Handling Aircraft Occurrence – Ground Forced landing

Aircraft pushback / towing error Aircraft induced collision Laser attack

Cargo or load incident Aircraft fire Level bust

Equipment parking Deviation from clearance / instruction Loss of separation

Engine start or engine hazard Aircraft parking error Danger area infringement

Marshalling occurrence Burst tyre Mid-air collision

Aircraft ground damage Taxiway excursion Controlled flight into terrain

Equipment or Infrastructure Airside Driving Overdue aircraft

FOD event Obstruction to aircraft Smoke in the cockpit

Equipment failure Unapproved vehicle movement TCAS event

AGL failure / damage Speeding or unsafe manoeuvre Unsafe gear indication

Infrastructure unsafe condition Vehicle accident Radio failure - aircraft

Habitat management Unsafe / unapproved vehicle Technical issue

Runway Safety Radio failure - vehicle Air Navigation Services

Runway incursion People and Procedure SRATCOH breach

Runway excursion Deviation from procedure Evacuation of the tower

Other runway safety event Lack of adequate procedure Controller overload

Other Uncontrolled pedestrian Administration error

Other occurrence Contractor incident Equipment / radio failure

Near miss Lack of knowledge / training Other ANS safety event


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9.3.5. Submitting Voluntary Reports to the CAA

The AOM or Manager ATS will submit to the CAA in a timely manner any

occurrence submitted via the company voluntary reporting scheme, which they

consider may involve an actual or potential aviation risk.

9.4. Incident and Accident Investigation

The primary objective of the investigation of an accident or safety occurrence is to

gather information and evidence in order to establish the root cause and preventing

reoccurrence of an accident, or escalation of a safety occurrence to an accident.

The investigation will be performed with open views, without prejudice, and will

apply a ‘just culture’. Investigations will contain a strong focus on human factors and

behavioural analysis (‘human in the system’).

The investigation will be fully documented using the Q-Pulse software. Every

reported occurrence will be investigated as per the table at Section 9.7 and

potential safety hazards identified. Once the investigation is complete, a conclusion

will be written with recommendations made, and presented to the MADG Safety

Cell for consideration and closure. The AOM or Manager ATS will be responsible

for determining the final actions to be taken, however the Accountable Manager is

ultimately responsible for ensuring any funding required is made available.

Corrective/preventative actions are scrutinised at the relevant safety meetings.

Where an actual or potential safety risk has been identified as a result of the

investigation analysis, the preliminary results of the investigation will be uploaded to

ECCAIRS within 30 days of the notification of the occurrence. The final results of

the investigation will be uploaded in principle no later than three months from the

date of notification of the occurrence.

9.4.1. Implementation of Safety Actions

As part of the investigation process, the investigator(s) will identify actions required

for risk mitigation and prevention of reoccurrence. The number and type of actions

required will be appropriate to the severity of the incident, and may include:

• Procedures may be modified

• New procedures may be introduced

• Staff involved may require additional or refresher training

• Modifications to infrastructure or equipment


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• Withdrawal of equipment or procedures

• Analysis of investigation results (see Section 9.5.1)

For each identified causal factor, a corrective action will be identified. The Safety

Manager will assign responsibility for completing the action, and the date by which

the action should be completed.

Occurrences will be added to the agenda for the forthcoming ASAG meetings for

discussion and resolution.

9.4.2. Monitoring Effectiveness of Safety Actions

Once a safety action has been implemented, a date will be established by the

Safety Manager for a review of the effectiveness of the action. This date will

normally be three months from the date of action implementation. The Safety

Manager and other relevant personnel will assess whether the action is still

effective, is it understood by the persons affected and are any changes required.

The ASAG meetings will be used as a mechanism for monitoring effectiveness.

9.4.3. Report Acknowledgement and Feedback

All reporters will receive an acknowledgement email from the safety cell, usually

within 24hrs of the report being submitted.

On completion of the investigation, the lead investigator will provide feedback to the

reporter, detailing the findings and actions that are planned or have been taken to

reduce or eliminate the risk of a reoccurrence, for example, changes to procedures

or infrastructure or additional training. The responsible person will aim to provide

feedback to the report originator and all other relevant persons within 28 days.

9.4.4. Dissemination of Investigation Findings

The lessons arising from safety occurrence investigations and other safety

activities, and trend analysis of statistics, will be disseminated within the

organisation at management and operational levels. This may be in the form of

content on a safety newsletter, an Airside Operational Instruction or discussion at a

safety forum.


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9.5. Just Culture

CIA supports and promotes a ‘just safety culture’ which creates an environment

where employees can report all incidents, accidents and safety concerns without

the fear of punitive action or punishment, threat of disciplinary action or loss of

employment, except for where it can be proven that there has been gross

negligence, wilful violation of safety standards or blatant disregard for airport

policies and procedures. See Just Culture policy MAP-SM-002.

9.5.1. Analysis of Investigation Results

Incidents in which human actions are found to be a causal factor will be analysed in

accordance with the following flowchart, in order to determine whether the outcome

was caused by human error, at risk behaviour or reckless behaviour. Depending on

the categorisation and the individual’s culpability, HR involvement and disciplinary

action may be required.

Behaviour is a function of consequences. CIA are committed to identifying

deviations from standards and taking immediate corrective action. Corrective action

may include coaching, training, discipline or removal. Corrective action will be

consistent and fair and will use the Flowchart Analysis of Investigation Results

(FAiR2) system as the basis for decision-making.


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FAiR2 System – Process Flowchart


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FAiR2 System – Behaviours Analysis Flowchart


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FAiR2 System – Tests, Intervention and Accountability


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9.5.2. Behavioural Analysis Definitions

Term Definition

Error

The plan of action may be entirely appropriate but the action itself does not go according to plan. Skill-based errors are associated with three related aspects of human information processing; recognition, memory (an error of omission or lapse) and attention (an error of omission of slip). For example, misinterpreting information on a display or gauge, pushing an incorrect switch, forgetting to complete a step of a task because of interruption or distraction.

Mistake

An action that goes according to plan but where the plan is inadequate to achieve the desired goal. Known as ‘cognitive errors’, mistakes can be split into two categories: rule-based mistakes or knowledge-based mistakes. Mistakes often arise when dealing with a problem for the first time or during an unexpected or unusual scenario. Rule-based mistakes can be divided into two further categories: misapplying a good rule (assumptions) or applying a bad rule (habits). Rule-based mistakes happen when a person has a set of rules about what to do in certain situations and applies the wrong rule; For example, using good information based on knowledge of one aircraft type, but on a new aircraft type where it is no longer applicable. Knowledge-based mistakes happen when a person is faced with an unfamiliar situation for which they have no rules, uses their knowledge and works from first principles, but comes to a wrong conclusion.

Situational violation

Where deliberately not following the rules was the only way to complete the task, individuals may assert that, given the circumstances in which they found themselves, the only way to get the task done was to break the rules. For example, under time pressure, an individual uses incorrect equipment to achieve the task as the correct equipment was unserviceable at the time, or a pilot continuing with an approach with significant birdstrike risk present due to fast following traffic.

Routine violation Where deliberately not following the rules when completing a particular task was ‘normal’ behavior (accepted by peers and supervisors) within the organisation in the circumstances.

Violation for organisational gain

Deliberately not following the rules with the aim of benefiting the organisation. An individual may believe that their actions are for the good of the company in terms of a reduction of time, cost or resource, or to achieve organisational goals such as meeting schedules or targets. For example, missing out steps in a task that are judged to be superfluous or that are unachievable within the time available to meet a deadline or schedule.

Violation for personal gain

Deliberately not following the rules with the aim of benefiting the individual. Motivation-based actions can be ‘corner cutting’ to complete a task more quickly or circumvent seemingly laborious procedures. They can also be ‘thrill seeking’ as a means of alleviating boredom or as a demonstration of ability or skill. For example, not completing a task correctly to get away from work on time, not using the correct equipment because it requires effort to obtain or driving at excessive speeds to meet a personal deadline.

Recklessness

A conscious and substantial and unjustifiable disregard of visible and significant risk. Whilst there is no intent to do harm to others, recklessness implies that an individual knowingly ignored the potential consequences of their actions. For example, coming into work under the influence of alcohol or knowingly operating a sector in an excessively fatigued state having not taken the required rest period.

Sabotage Malicious or wanton damage or destruction. To determine whether an individual’s actions constitute sabotage, there needs to be intent for both the actions and the consequence to cause damage or disrupt operations.


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9.6. Data Collection and Analysis

All AORs that are received will be entered into the occurrence database. The

database will show the reference number and summarised title, as well as a

category, the status (open/closed) and whether feedback has been sent to the

reporter (if they requested it).

The accuracy and currency of data is the responsibility of the MADG Safety Cell.

The data will be used to analyse trends and look at areas of higher risk. This data

will be used in monthly and annual safety statistics reports.

9.7. Event Categorisation

Safety occurrences that are reported will be assigned a Safety Critical Event (SCE)

rating between 1 and 5, which will be used to determine the level of investigation

and review required, as well as setting Safety Performance Objectives (SPOs) and

analysing safety data for trends. SCE definitions for various event types are on

document CIA-D-SMS-002.

Objectives will be set against the number and severity of events reported, and

updated annually to reflect the latest data. Objectives can be set against specific

categories of event, rather than just against an operational area. For example, a

more exact target could be set of “no more than 2 moderate wildlife strike events in

a year”, rather than just stating “no more than 20 total wildlife strikes per year”.


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Notes:

• Any airfield occurrence events that are not listed on the matrix, and where CIA

staff and/or facilities are not a contributing factor, shall be categorised as

‘negligible’.

• Any airfield occurrence events that are not listed on the matrix, and where CIA

staff or facilities are a contributing factor, shall be categorised according to the

judgement of the Safety Manager, in conjunction with the relevant manager or

head of department.

• A fuel spill could be categorised SCE 2 – SCE 5, depending on the size of the

spill and the environmental effect. To be categorised as SCE 1 it would have to

lead to an aircraft accident and would therefore be recorded as an aircraft

damage event. Spills caused by third parties may be categorised as SCE 5.

• A runway or taxiway excursion would be categorised according to the level of

damage to the aircraft. If the excursion could not be attributed to CIA staff or

facilities then it would be classified as negligible/SCE 5.

• A non-compliance with a published procedure, or a report identifying the lack of

an adequate procedure for a task, would normally be categorised depending on

the perceived level of risk caused as a result.

SPOs will be established for the following metrics to measures operational safety

performance at CIA:

• Air Traffic Services occurrences

• Accidents involving aircraft

• Runway incursions

• Runway excursions

• Wildlife strike events

• Accidents involving damage to vehicles, equipment or infrastructure

• FOD or surface damage incidents


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10. SAFETY PERFORMANCE MONITORING

In order to ensure that safety levels are continuously improved and developed, it is

essential to analyse and report on safety performance levels. This will highlight

areas which require improvement as well as areas where the company is

performing well. To this end, a quarterly Airfield Safety Performance Report is

produced and disseminated by the Safety Manager, reporting data in the following

key areas:

AREA REPORTABLE DATA

Runway Safety

• Runway incursions

• Runway excursions

• Runway friction results

• Runway lighting serviceability

Wildlife Control

• Confirmed strikes

• Unconfirmed strikes

• Wildlife observation stats

• Grassland/habitat management

Air Navigation Services

• Airprox

• Level busts

• Airspace infringements

• Loss of separation

• Equipment unserviceability

• MOR summary

Manoeuvring Area Safety

• Taxiway serviceability

• FOD-related incidents

• Obstructions to taxiing aircraft

• Other reportable events

Ramp Safety / Turnarounds

• Aircraft damage events

• Vehicle/equipment damage events

• FOD-related incidents

• Aircraft towing errors

Safety Assurance

• Airfield occurrence report summary

• AFS emergency callouts

• Airfield and ATC audits

Safety Promotion

• Airside Safety Bulletins

• Airside Operational Instructions

• Dissemination of lessons learned

• Airfield Safety Newsletter


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10.1. Safety Culture Questionnaires

Safety Culture is the way safety is perceived, valued and prioritised in an

organisation. It reflects the real commitment to and understanding of safety at all

levels in the organisation. Organisations need both an SMS and a healthy safety

culture in order to achieve acceptable safety performance.

The Safety Manager will periodically distribute safety questionnaires to be issued to

operational CIA staff. These questionnaires will provide anonymous statistical data

which can be used to measure the development of the safety culture across the

airport, and provide a baseline from which to measure future maturity of the safety

culture.

10.2. Safety Performance Indicators

Safety performance indicators are the metrics used to measure operational safety

performance levels at CIA. A set of safety performance indicators will be agreed by

the Safety Manager, Accountable Manager and other members of the ASAG.

Safety performance objectives will then be set against these indicators, usually

measured annually or monthly. For example, an indicator would be ‘number of

confirmed wildlife strikes’, with an objective of ‘≤2’.

11. CONTRACTED ACTIVITIES

11.1. ILS Flight Inspections

ILS flight inspections for runway 23 take place every six months. This function is

carried out by a licensed contractor arranged by the Manager ATE (currently Flight

Calibration Services Limited).

11.2. Compass Swing Facility

A Compass Swing Base (CSB) is provided on the airfield for use by based and

visiting aircraft which require compass re-calibration prior to flying again. The CSB

is located on taxiway charlie.

The CSB is certified to Compass Calibration Base Class 2 standards. QinetiQ plc,

who are approved by the Government, carry out calibration and re-certification at 5-

year intervals. A calibration certificate is held by Airport Operations and may be

viewed at any reasonable time.


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11.3. Aerodrome Survey Data and Treatment of Obstacles

CAP 232 sets out the required specification for Aerodrome Licensing topographical

and Obstacle limitations surveys. CIA procures surveys under contract with a CAA-

approved provider (currently SLC Associates).

11.4. Habitat Management

CIA contracts airfield habitat management activities to a specialist company

(currently JS Agriculture). This includes managing the airfield grassland in

accordance with the long grass policy, short grass parking areas, grass runway

maintenance, bottoming out and selective grass treatments.

11.5. Aeronautical Ground Lighting

First line maintenance of airfield light fittings is carried out by CIA facilities staff. All

planned preventative maintenance and photometric testing is completed by a

contractor (currently Precision ATM Ltd).

11.6. Other Activities

CIA will from time to time procure other services from external contractors, such as

airfield line marking, tree maintenance and pavement works. Such contractors will

be required to complete a health and safety questionnaire as detailed below.

11.7. Selection and Approval of Contractors

Prior to an external organisation being approved for a contracted activity at CIA,

they will be required to complete and return a contractor pre-approval health and

safety questionnaire.

EASA AMC1 ADR.OR.D.010 states that aerodrome operators should have a written

agreement with external organisations that are contracted to provide aviation

services. It also requires the contracted activities to be included in the aerodrome’s

compliance monitoring programme.

The process for the selection of contractors for aviation activities is contained in

CIA-P-SMS-003.


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12. COMPLIANCE MONITORING

Compliance monitoring is an essential part of the airport’s Safety Management

System (SMS). For aerodrome operations, it is required to measure safety

performance and compliance with the requirements of EASA Part-ADR-OR and

Part-ADR-OPS (aerodromes), the requirements of EASA Part-ATM/ANS-OR (Air

Traffic Services), as well as other applicable regulatory or customer requirements.

12.1. Internal Airfield Safety Audits

EASA Part-ADR.OR.D.005(b)(11) requires aerodromes to implement and use an

(internal) compliance monitoring process.

The internal compliance monitoring of airfield operations, including ramp operations,

AFS, emergency planning and third party oversight, is detailed in CIA-P-SMS-002

Compliance Monitoring, which should be read and actioned in conjunction with this

section of the Aerodrome Manual.

12.2. Internal Air Traffic Services Audits

EASA Part-ATM/ANS.OR.B.005(c) requires providers of Air Traffic Services to

implement and use a compliance monitoring function, to enable the service provider

to monitor compliance with applicable Parts.

The internal compliance monitoring of ATS is detailed in Departmental Instruction

DI 09, which should be read and actioned in conjunction with this section of the

Aerodrome Manual.

12.3. Compliance Monitoring Schedule

An annual compliance monitoring schedule/plan will be created for the forthcoming

calendar year which incorporates all the relevant areas which require auditing. The

AOM and Manager ATS are responsible for ensuring that schedules are created for

their functions respectively.

12.4. Compliance Monitoring Process

Compliance audits will be conducted to ensure that:

a) Assurance is provided to Directors and Managers as to the safety of activities

within their areas and to confirm compliance with EASA AMC/GM and

applicable parts of the CIA SMS;


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b) The structure of the SMS is sound in terms of appropriate levels of staff,

compliance with approved procedures and instructions, and a satisfactory level

of training and competency to operate equipment and facilities and to maintain

their levels of performance;

c) Effective arrangements exist for promoting safety, monitoring safety

performance and processing safety issues or concerns; and

d) Adequate arrangements exist to handle possible emergencies that may occur.

The CIA internal compliance monitoring programme is a proactive management

mechanism by which any non-compliance within the organisation’s operation are

identified and rectified.

Audits are designed to go beyond the checking of compliance with regulatory

requirements; they also seek to find non-conformity with CIA standards. The

auditor(s) will assess whether the procedures in use are appropriate and of a safety

level for the purpose they are intended to serve, and whether there is a likelihood of

unforeseen safety consequences.

The criteria against which the audit will be conducted will be specified in advance

and will normally be extracted directly from the relevant EASA AMC or GM.

Checklists will be created to identify what is to be reviewed during the audit and

provide a documented record of any non-conformity. The extent and

comprehensiveness of the checklists will be determined by the particular area of

operations being audited.

For the successful completion of an audit, the cooperation of the personnel

concerned is essential. A safety audit will be based upon the following principles:

a) The objective is to gain knowledge – suggestions of punishment or blame will

prove counter-productive;

b) The auditee shall make all relevant documentation available to the auditor and

be available for interview as required;

c) Facts will be examined in an objective manner;

d) A written audit report describing the findings and recommendations will be

presented to those concerned within a specified time period;


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e) Staff and management concerned will be provided with feedback detailing the

findings of the audit;

f) Positive feedback will be highlighted regarding the good points observed in the

audit; and

g) Deficiencies will be identified; however negative criticism will be avoided.

12.4.1. Pre-Audit Activity

The auditor will develop the checklists to be used during the compliance monitoring

session. The questions to be added to the checklist will be extracted from the

relevant regulation(s).

The auditor will be given access to relevant CIA documentation for review prior to

the audit; this will enable a more efficient on-site audit and targeted questions for

areas where the auditor considers there is potential for a non-compliance.

The auditor will be expected to provide relevant persons with sufficient notice of the

audit schedule on the day(s) of the audit, and where and when their attendance is

required.

12.4.2. Audit Conduct

The conduct of the audit is a process of inspection or fact-finding. Information from

almost any source will be reviewed as part of the audit. Audit teams will not disrupt

the normal routines or activities of the department/operation under audit.

12.4.3. Opening Meeting

At the opening meeting, the auditor should briefly present the background for the

audit, and its purpose, and any specific issues that will be addressed during the

audit. The timings and practical arrangements, including the availability of staff for

interview, should be discussed and agreed upon with the responsible person of the

department or process being audited.


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12.4.4. Audit Procedure

The techniques for gathering the information on which the auditor’s assessment will

be made include:

a) Review of documentation and records;

b) Interviews with staff; and

c) Observations by the auditors.

Audits can only be carried out with regards to regulatory requirements, Airport

Procedures, Policies and the Aerodrome Manual.

If a particular area of concern is identified during the audit, this should be the

subject of a more thorough investigation. However, the auditor must keep in mind

the need to complete the rest of the audit as planned and therefore avoid spending

an excessive amount of time exploring a single issue and in doing so risk missing

other problems. Any serious safety observations may be dealt with immediately

during the audit.

12.4.5. Audit Findings

Once the audit activities are completed, audit findings will be categorised and

recorded as per the airfield or ATS audit procedure.

12.4.6. Closing Meeting

A closing meeting will be held between the auditor/audit team and management of

the relevant department(s) to brief them on the audit findings and

recommendations. Factual accuracy can be confirmed.

An opportunity will be given for feedback from management and audit participants

to correct any misunderstandings and give further comments. Comments made

during the closing meeting will be considered in the preparation of the final audit

report. Any issues which cannot be agreed between the lead auditor and audit

participants will be forwarded to the AGM for resolution.

12.4.7. Corrective Actions

At the completion of an audit, planned remedial actions should be documented for

all identified areas of safety concern. Corrective actions with agreed timescales will

be agreed between the auditor(s) and the relevant management. The manager of


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the area being audited is responsible for ensuring the timely implementation of the

appropriate corrective actions.

12.4.8. Audit Report

The audit report should be an objective presentation of the results of the safety

audit. As soon as possible after audit completion, a report will be filed and

forwarded to the relevant manager(s) for review and comments.

The Accountable Manager will also be issued a copy of the audit report to ensure

awareness of areas of non-compliance or specific risks that have been identified.

12.4.9. Audit Response and Follow-up

Following receipt of the final audit report, managers will be expected to develop a

response to each audit finding, to be forwarded to the lead auditor. This should set

out the actions to be taken to resolve identified non-conformance or safety

shortcomings.

The primary purpose of an audit follow-up is to verify the effective implementation of

corrective actions. Follow-up is also required to ensure that any action taken

pursuant to the audit does not in any way degrade safety. It is important that no

higher risks are allowed to surface as a consequence of the audit.

Failure to follow-up on agreed corrective actions will jeopardise the validity of the

entire audit process. The implementation of accepted corrective action in order to

improve safety and compliance will be monitored through observation, with potential

follow-up visits.

13. USE OF ALCOHOL, PSYCHOACTIVE SUBSTANCES AND MEDICINES

MADG has a strict policy (BMS0207) on the level of consumption of alcohol and

drugs (including psychoactive substances and medicines). This policy applies to all

CIA employees involved in the operation, rescue and fire-fighting and maintenance

of the aerodrome, and MADG employees with unescorted access to the airfield

movement area or other operational areas.

Third parties, including airfield tenants and service partners, must have a policy

statement or procedure stating that their employees or contractors with unescorted

access to the airfield movement area or other operational areas will:


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• Not consume alcohol during their duty period or whilst working within the

airfield boundary

• Not perform any duties under the influence of alcohol, psychoactive

substances or medicines that may have an effect on their abilities in a

manner contrary to safety.

Such policies or procedures must be made available for review by third parties

during third party audits by CIA.

Contractors working directly for CIA will be briefed of the above requirements during

the airside safety induction process.

14. SAFETY DIRECTIVES AND RECOMMENDATIONS

The UK CAA and EASA issue Safety Notices and Information Notices, in response

to safety trends in the industry, new or amended regulations or for clarification of

requirements. The AOM will subscribe to the CAA’s SkyWise alerting service and

the EASA notifications subscription service. On receipt of a safety or information

notice pursuant to aerodromes, the AOM will assign responsibility for an impact

assessment using form CIA-F-SMS-004. The impact assessment will identify the

actions to be taken.

Safety recommendations issued by a safety investigation authority, including the UK

CAA, EASA, AAIB or other recognised authority will be reviewed by the AOM or

Manager ATS as appropriate, and actions/mitigation taken as seen fit and in line

with the ALARP risk management principle.

15. AERODROME PERSONNEL QUALIFICATIONS

15.1. Training Programme

The training and education of CIA staff is supported by competency frameworks in

place throughout all operational areas (operation, rescue and fire-fighting,

maintenance and management). The competency frameworks include safety

training and specific training relating to individual job roles. They also assess non-

operational roles (i.e. management positions) to ensure that suitable and qualified

persons are employed in safety critical roles.

The Airside Operations Training Manual (CIA-M-AOPS-002) and AFS Training

Manual (CIA-M-AFS-002) contain the training programme for airport operations,

maintenance and management, and airport fire service personnel respectively.


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The training manuals contain the following:

- Responsibilities of trainers and assessors

- Frequency of training

- Syllabi or reference to frameworks

- Training standards

- Procedures for training and checking of trainees

- Procedures in the event that personnel do not achieve the required standard

- Documentation to be stored and retention periods

The ATC Unit Training Plan and Unit Competency Scheme contain the training and

competency requirements for Cambridge ATC staff.

15.2. Proficiency Check Programme

The training manuals contain information on the proficiency check programmes,

including frequencies, procedures in the event that personnel do not maintain the

required standard and documentation of proficiency checks.

15.3. Airside Safety Training

All airside ID pass holders are required to attend airside safety training, including

FOD awareness. Training is provided by the MADG AeroAcademy.

15.4. Human Factors Training

CIA recognises the importance of understanding human factors and their potential

impact on aviation safety. Training on human factors is provided to all key

aerodrome post-holders and operational staff members.

15.5. Third Party Company Staff

The training, education and competency of third party companies’ staff is the

responsibility of the company itself, however CIA will support their training where

possible, for example airside safety inductions and airside driver training courses.

Training and education of third parties will be monitored by CIA through third party

oversight and audit.


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15.6. External Groups

To further the knowledge and development of key CIA staff, and to stay current with

industry best practise, there is regular attendance at the following groups:

• Airport Operators Association – Operations and Safety Group

• UK Birdstrike Committee

• Winter Operations Committees

• CAA Aerodromes Seminars

• Airport Fire Officers Association Working Groups and Committees

16. SAFETY COMMUNICATIONS AND PROMOTION

An on-going program of safety promotion will ensure that airport employees and

users benefit from safety lessons learned and continue to understand and benefit

from the airport’s SMS. Safety promotion is linked closely with safety training and

dissemination of safety information.

Safety promotion will be disseminated using the following means:

• Airfield Safety Committee and Aerodrome Safety Forum meetings

• Verbal and written feedback from incident reports and investigations

• Airfield Safety Performance Reports

• Quarterly Airfield Safety Newsletter

• Annual safety report

• Airside Safety Bulletins (ASB)

• Airside Works Notices (AWN)

Safety promotion provides the mechanism through which lessons learned from

incident and accident investigations and audit findings are made available to all

affected personnel. It also provides means of encouraging the development of a

positive safety culture.


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part C


PART C – PARTICULARS OF AERODROME SITE

PART C

PARTICULARS OF AERODROME SITE


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part C – Page 1


1. AERODROME CHARTS AND MAPS

1.1. Location of Aerodrome from nearest Populated Areas


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1.2. Aerodrome Chart


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1.3. Aircraft Parking/Docking Chart


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2. LOCATION AND ELEVATION

Aerodrome Reference Point: Lat. 52° 12’ 18.09”N

(Mid-point of Runway 05-23) Long. 00° 10’ 30.10”E

Aerodrome Elevation: 47 ft. AMSL

Apron 16 Elevation: 49 ft. AMSL

3. AERODROME REFERENCE TEMPERATURE

The Aerodrome Reference Temperature is 19°C.

4. TYPES OF OPERATIONS

Cambridge International Airport is approved for the types of operations as stated on

the Aerodrome Certificate, ‘conditions to operate’.

5. AERODROME SURVEY

A 1:2500 scale Aerodrome Plan showing the layout of the runways, taxiways and

apron and aerodrome markings and lighting, is produced by SLC Associates. The

survey is conducted annually or as requested by the AOM. A copy is lodged with

the CAA.

The latest aerodrome survey is located in the Airport Operations office in the Airport

Operations building. An electronic copy also exists on the company shared drive for

all staff to refer to.

The survey plans will be maintained and updated on an annual basis in accordance

with CAP 232 Aerodrome Survey Requirements. It is the responsibility of the AOM

to arrange for survey checks.

6. OBSTACLES INFRINGING STANDARD PROTECTED SURFACES

Details of infringing obstacles are promulgated and regularly updated in the UK AIP,

EGSC AD 2.10. Specific details of the obstacle limitation surfaces, protected areas

and physical safeguarding requirements associated with these are contained in the

CS and GM for Aerodrome Design (CS-ADR-DSN).


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7. MOVEMENT AREA SURFACES

7.1. Runways

RUNWAY 05 (Main) 23 (Main) 05 (Grass) 23 (Grass) 10 28

ICAO Code 4E 4E 2B 2B 1B 1B

Hdg ° (True) 049 229 050 230 100 280

Length (m) Non-

Precision CAT I

Precision Visual Visual Visual Visual

Width (m) 45 45 35 35 35 35

Threshold Elevation

36 feet 47 feet 36 feet 36 feet 35 feet 35 feet

Surface Asphalt Grass Grass

Slope Overall 0.14% up 0.83% down (first 400m)

- - - -

PCN 50/F/C/X/T - -

Shoulders None None None

TORA 1843 1886 899 899 439 439

TODA 1952 2019 899 899 439 439

ASDA 1843 1886 899 899 439 439

LDA 1628 1742 899 899 439 439

Clearway 183 x 210 161 x 210 - - - -

Stopway 0 0 - - - -

Runway 05-23 (Main) Intersection Departure Declared Distances TORA (m)

Runway Hold Alpha Hold Bravo Hold Charlie Hold Delta

05 - - 580 1258

23 1623 1519 1202 -


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Runway Strip and Runway End Safety Areas (RESA - Ref GM1 ADR-DSN.C.210)

RUNWAY 05 (Main) 23 (Main) 05 (Grass) 23 (Grass) 10 28

Undershoot RESA Distance (Landing)

226m 112m n/a n/a n/a n/a

Overrun RESA Distance (Landing)


Overrun RESA Distance (Take-off)


RESA Slopes 1.3% 0.7% n/a n/a n/a n/a

Navaids in RESA

ILS NFM Single

Approach Light Masts

n/a n/a n/a n/a

Delethalisation in Cleared and Graded Area

Yes Yes n/a n/a n/a n/a

Runway Strip Dimensions

300m wide 60m beyond

threshold

300m wide 60m beyond

threshold

80m wide 60m beyond

threshold

80m wide 60m beyond

threshold

60m wide 30m beyond

threshold

60m wide 30m beyond

threshold

Cleared and Graded Dimensions

105m width either side of C/L between thresholds except for first 150m where width is 75m

and increases uniformly to 105m over the next 150m

n/a n/a n/a n/a


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7.1.1. Illustration of Declared Distances – Runway 05-23 Main

RESERVED


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7.2. Taxiways

Designator Code Width PCN Centreline to Object Clearance

Amplifying Comments

Alpha (from RWY to B)

D 20m 42/R/C/X/T 37m Access to engine running bay

Alpha (from B to C)

B 15m 14/R/C/X/T 20m Access to FBO

Alpha (from C to Apron 2)

A 15m 14/R/C/X/T 15.5m Access to maintenance area

Bravo D 20m 15/R/C/X/T 37m -

Charlie C 15m 24/F/C/X/U 26m -

Echo B 12m 11/R/C/W/T 23m -

Delta E 23m 50/R/C/W/T 43.5m -

Juliet A 7.5m n/a n/a Grass taxiway

Lima A 7.5m n/a n/a Grass taxiway

Mike A 7.5m n/a n/a Grass taxiway

Uniform A 7.5m n/a n/a Grass taxiway

Victor A 7.5m n/a n/a Grass taxiway

7.3. Vehicle Runway Access Point (VRAP)

Vehicle holding points have been established on roadways leading directly onto a

runway at several locations. Each has a unique designator relating to the name of

the roadway or a nearby landmark. They are shown on the Airfield Drivers Map.

Signage at each of these points will show the unique designator in every case. The

ground marking is a double white line. There are no runway guard lights installed as

the holds will not be used if the RVR / met visibility is less than 550m.


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7.4. Aprons

Apron dimensions, slopes and strength meet the requirements of EASA CS.ADR-

DSN Chapter E.

Apron Designation Surface PCN Remarks

1 Asphalt 14/F/C/X/T Only available for aircraft accessing Hangar 1, unless authorised by Airport Operations.

2 Concrete 22/R/C/W/T -

12 Concrete 8/R/C/W/T Aircraft wash facility – use through prior arrangement with MADG Production.

16 Concrete 23/R/C/W/T Aircraft maintenance apron – use through prior arrangement with MADG Production.

17 Concrete 50/R/C/W/T Aircraft maintenance apron – use through prior arrangement with MADG Production.

22 Concrete 22/R/C/W/T -

Stands 1-3 Concrete 17/R/C/W/T -

Stands 4-6 Concrete 23/R/C/X/T Stand 6 only for light aircraft requiring access to avgas self-fuel bowser

Fingers Asphalt - Aircraft parking only under tow. No access to aircraft under power.

GA Grass Parking Area

Grass - All aircraft will self-park in this area.

Engine Testing Bay Concrete 42/R/C/X/T Use of this facility is only through prior arrangement with Airport Operations.

Compass Base Asphalt 24/F/C/X/U Use of this facility is only through prior arrangement with Airport Operations.

7.5. Aircraft Stands

CIA has a variety of aircraft parking areas on the aprons listed above. Due to the

airfield layout and types of aircraft handled, there are no conventional full-size

aircraft stands. Apron areas are largely unmarked, with parking guidance provided

by a marshaller. Visiting aircraft being handled by the FBO or General Aviation

facility will normally be parked on Stands 1-6, Hangar 2 apron or on taxiway alpha

(short stops only). Aircraft arriving for maintenance will be parked on the Hangar

12/16/17 aprons, but may be required to shut down prior and tow into position.

Further instructions and guidance can be found in CIA-P-AOPS-008 Apron Safety

Management.


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7.6. Aircraft Parking and Docking

Parking guidance for aircraft is by use of hand marshalling signals and is the

responsibility of the ramp team or the AFS.

Parking of an aircraft under tow is the responsibility of the ramp team / AFS or the

handling agent towing the aircraft.

8. VISUAL AIDS

This section describes the physical characteristics of the visual aids provided at

CIA. Details of visual aids can be found in the UK AIP Aerodromes (AD2-EGSC

Cambridge).

All aerodrome markings are in accordance with EASA Annex to ED Decision

2014/013/R, Certification Specifications and Guidance Material for Aerodromes

Design (CS.ADR-DSN).

A monitoring system of AGL is installed in the ATC tower to inform the Duty ATCO if

it has a partial or full unserviceability and is no longer safe to operate. Procedures

for the operation of electronic visual aids are contained in the MATS Part 2.

8.1. General

• All visual aids will comply with the requirements of ICAO Annex 14, EASA

AMC/GM and CAP 637.

• Lighting will be operated in accordance with the requirements of EASA

AMC/GM using control systems that comply with CAP 670.

• All visual aids are subject to inspection for damage, deterioration and

serviceability requirements as described in this Manual.

• All visual aids are maintained, repaired and replaced in accordance with the

requirements of EASA AMC/GM.

• The failure of any visual aid will be promulgated by NOTAM, ATIS or 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 on the effectiveness of visual aids will be considered whenever

there are new airfield developments.


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9. SIGNALS

There are two illuminated wind sleeves; visible from all runway thresholds. The

characteristics of wind sleeves will comply with CS ADR-DSN.K.490 (c).

CIA does not have a landing direction indicator.

Marshalling signals provided will comply with ICAO Annex 2 - Rules of the Air and

CAP 637.

10. RUNWAYS

10.1. Runway 05

MARKINGS

White painted centreline

White painted edge markings

White painted runway designator numbers

White painted arrows indicating the runway before threshold available for take-off

White painted displaced threshold markings (transverse and longitudinal stripes)

Yellow lead-off markings at each taxiway intersection

Yellow runway turn pad markings at the 05 threshold

LIGHTING

High-intensity approach centreline with 1-bar (420m)

High-intensity bi-directional runway edge lights at 60m spacing

High-intensity unidirectional green inset threshold lights

High-intensity unidirectional green wing bar threshold lights x 10 (5 each side)

High-intensity unidirectional red edge lights before displaced threshold

High-intensity unidirectional red runway end lights

Medium-intensity blue turn pad edge lights

High-intensity PAPI (4 x 3 lamps) on LHS of runway 3.0° G.P. 24952m from 05 threshold MEHT 44.00ft

Stopbars at holding points Charlie and Delta


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Runway guard lights at all holding points

SIGNAGE

Illuminated runway mandatory holding position signs at Alpha, Bravo, Charlie and Delta

Non-illuminated runway mandatory holding position signs at Juliet, Mike, Uniform 2 and Victor 2

Non-illuminated vehicle runway access point sign at Crash Gate 9 and Whiskey 1

10.2. Runway 23

MARKINGS

White painted centreline

White painted edge markings

White painted runway designator numbers

White painted arrows indicating the runway before threshold available for take-off

White painted displaced threshold markings (transverse and longitudinal stripes)

White aiming point and touchdown zone markings for a precision instrument runway

Yellow lead-off markings at each taxiway intersection

LIGHTING

High-intensity approach 5-bar ILS Cat 1 lighting (900m)

High-intensity bi-directional runway edge lights at 60m spacing

High-intensity unidirectional green inset threshold lights

High-intensity unidirectional green wing bar threshold lights x 10 (5 each side)

High-intensity unidirectional red edge lights before displaced threshold

High-intensity unidirectional red runway end lights

Medium-intensity blue turn pad edge lights

High-intensity PAPI (4 x 3 lamps) on LHS of runway 3.0° G.P. 302m from 23 threshold MEHT 39.00ft

Stopbars at holding points Charlie and Delta

Runway guard lights at all holding points

SIGNAGE

Illuminated runway mandatory holding position signs at Alpha, Bravo, Charlie and Delta


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Non-illuminated runway mandatory holding position signs at Juliet, Mike, Uniform 2 and Victor 2

Non-illuminated vehicle runway access point sign at Crash Gate 2

10.3. Runway 05-23 Grass

MARKINGS

White chalk edge markers

White chalk runway designator markers

White chalk threshold corner markers

LIGHTING

Nil

SIGNAGE

Non-illuminated runway mandatory holding position signs at Victor 1, Uniform 1 and Yankee 1

10.4. Runway 10-28 Grass

MARKINGS

White chalk edge markers

White chalk runway designator markers

White chalk threshold corner markers

LIGHTING

Nil

SIGNAGE

Non-illuminated runway mandatory holding position signs at Yankee 3

Non-illuminated vehicle runway access point signs at runway 28 undershoot

11. TAXIWAYS

11.1. Taxiway A (Alpha)

MARKINGS

Yellow painted centreline (with enhanced markings prior to hold A)


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Yellow runway holding point at hold A

Runway ahead and runway designator (mandatory instruction) markings

LIGHTING

Blue reflective edge markers

Green reflective centreline markers

SIGNAGE

Nil (except for runway hold as stated above)

11.2. Taxiway B (Bravo)

MARKINGS

Yellow painted centreline (with enhanced markings prior to hold B)

Yellow runway holding point at hold B


LIGHTING

Blue reflective edge markers


SIGNAGE


11.3. Taxiway C (Charlie)

MARKINGS

Yellow painted centreline (with enhanced markings prior to hold C)

Yellow runway holding point at hold C


LIGHTING

Blue edge lighting between runway and taxiway A


Bi-directional red stopbar lighting at hold C

SIGNAGE


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11.4. Taxiway D (Delta)

MARKINGS

Yellow painted centreline (with enhanced markings prior to hold D)

Yellow runway holding point at hold D


LIGHTING

Blue edge lighting

Bi-directional red stopbar lighting at hold D

SIGNAGE


11.5. Taxiway E (Echo)

MARKINGS

Yellow painted centreline

Yellow intermediate holding point at hold E

LIGHTING


SIGNAGE

Non-illuminated intermediate holding position sign at hold E

Taxiway location signage at both ends of taxiway E

11.6. Grass Taxiways (Juliet, Lima, Mike, Uniform, Victor)

Grass taxiways are unmarked. Runway holds are equipped with runway mandatory

holding position signs and taxiways have intermediate holds where required.

11.7. Disused Taxiways

There are no disused taxiways at Cambridge.


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12. APRON MARKINGS

The designation between the manoeuvring area (taxiway/taxi-lane) and the apron is

an unbroken double white line.

VIEW MARKING MEANING

Double white line Taxiway Alpha: indicates limit of Code A strip

Taxiway Charlie: indicates limit of Code B strip

Single white line with parallel single dashed white line

Indicates ‘give way’ at the boundary between maintenance area and apron available for manoeuvring aircraft at Aprons 2 and 16

Note: Aircraft up to Code B are permitted to taxi under power on taxiway alpha with

Code A strip clearance between the taxiway and adjacent apron areas. Aircraft up

to Code C are permitted to taxi under power on taxiway charlie with Code B strip

clearance between the taxiway and adjacent apron areas.

Surface markings for stand entry guidance include a yellow painted stand number

with yellow centreline. Due to the wide variety of aircraft types accommodated,

aircraft parking is under marshaller guidance.

Passenger walkways are designated with parallel green lines edged in white.

13. MARKING OF WORK IN PROGRESS

All work in progress will be suitably marked with the most appropriate boundary

fencing which, if on or close to the manoeuvring/movement area will be white and

red/orange highly visible barriers, marker boards or cones, sufficiently weighted to

resist wind and jet blast, and lit for night operations. Cones will be a minimum of

750mm high and marker boards or barriers a minimum of 500mm high and 900mm

in length.

Lights will be steady red lights that are conspicuous, with an intensity greater than

10cd. Unserviceable parts of the movement area will be delineated with lights

spaced at intervals of not more than 7.5m, reduced to 3m for sections of the runway

or taxiways.

Work inside the ILS critical or sensitive area will be marked with non-metallic and

frangible fencing. This will be taken into account as part of the Permit to Work

system.


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14. NON-VISUAL AIDS

Details of all non-visual aids to navigation are contained in the UK AIP Aerodromes

(AD2-EGSC Cambridge). The following instrument approach procedures are

available at Cambridge:

• ILS

• LOC/DME/NDB

• RNAV (GNSS)

• NDB/DME

• SRA

15. RESCUE AND FIRE-FIGHTING LEVEL OF PROTECTION

See Part D, Section 18 of this manual.

16. EXEMPTIONS, DEROGATIONS, ELOS, SC AND OPERATING LIMITATIONS

See Part D, Section 19 of this manual.


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part D


PART D – PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED TO

THE AERONAUTICAL INFORMATION SERVICE

PART D

PARTICULARS OF THE AERODROME REQUIRED

TO BE REPORTED TO THE AERONAUTICAL

INFORMATION SERVICE


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part D – Page 1


1. NAME AND ADDRESS OF AERODROME

Aerodrome Name: Cambridge International Airport

Address: Cambridge International Airport

Newmarket Road

Cambridge

CB5 8RX

Cambridge Airport is located 1.5nm east of Cambridge city. A plan of the

aerodrome location is shown at Part C, Section 1 of this Manual.

2. GEOGRAPHICAL CO-ORDINATES OF THE AERODROME REFERENCE POINT

In terms of the World Geodetic System – 1984 (WGS-84)

Aerodrome Reference Point: Lat. 52° 12’ 18.09”N

(Mid-point of Runway 05-23) Long. 00° 10’ 30.10”E

3. AERODROME ELEVATION AND GEOID UNDULATION

Aerodrome Elevation: 47 ft. AMSL

Geoid Undulation: 151 ft.

3.1. Runway Elevations

RUNWAY THRESHOLD ELEVATION

RUNWAY END ELEVATION

GEOID UNDULATION

05 (Main) 36 ft 39 ft 151 ft

23 (Main) 47 ft 46 ft 151 ft

05 (Grass) 36 ft 36 ft 151 ft

23 (Grass) 36 ft 36 ft 151 ft

10 35 ft 35 ft 151 ft

28 35 ft 35 ft 151 ft


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3.2. Significant High and Low Points along the Runway

Runway 05-23 (main), 05-23 (grass) and 10-28 have no significant high or low

points.

4. AERODROME REFERENCE TEMPERATURE

The Aerodrome Reference Temperature is 19°C.

5. AERODROME BEACON

There is a location beacon at CIA; flashing green (code ‘CI’), located to the south-

east of runway 05-23. Details are promulgated in the UK AIP.

6. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS

Marshall of Cambridge Aerospace Ltd

Airport House

The Airport

Cambridge

CB5 8RY

Telephone No. 01223 373535 (Airport Operations)

E-mail: [email protected]

7. RUNWAYS

7.1. True Bearing

Runway 05-23 (Main) 49°52’32” / 229°53’23”

Runway 05-23 (Grass) 49°54’28” / 229°54’57”

Runway 10-28 99°53’25” / 279°53’43”

7.2. Runway Designation

Runway designated numbers are 05-23 (main), 05-23 (grass) and 10-28.

7.3. Length and Width

Runway 05-23 (main) is 1965m long and 45m wide.

Runway 05-23 (grass) is 899m long and 35m wide.

Runway 10-28 is 439m long and 35m wide.



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7.4. Displaced Threshold Location

Runway 05 (main)

Location: 52° 12’ 02.12”N 000° 09’ 59.26”E

Elevation: 36 ft.

Distance from Runway Start: 230m

Runway 23 (main)

Location: 52° 12’ 35.55”N 000° 11’ 03.83”E

Elevation: 47 ft.


Runway 05 (grass)

Location: 52° 12’ 11.12”N 000° 10’ 32.14”E

Elevation: 36 ft.


Runway 23 (grass)

Location: 52° 12’ 29.87”N 000° 11’ 08.40”E

Elevation: 36 ft.


Runway 10

Location: 52° 12’ 10.28”N 000° 40’ 59.96”N

Elevation: 35 ft.


Runway 28

Location: 52° 12’ 07.84”N 000° 10’ 43.49”N

Elevation: 35 ft.


7.5. Runway Slope

See Part C, Section 7.1 of this manual.


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7.6. Surface Type

See Part C, Section 7.1 of this manual.

7.7. Type of Runway and Precision Approach Runway

See Part C, Section 7.1 of this manual. Runway 23 has an Obstacle Free Zone

appropriate for a Cat I precision approach runway.

7.8. Length, Width and Surface Type of Runway Strip

Runway 05-23 has a runway strip for a Code 4E instrument runway established in

accordance with EASA CS ADR-DSN.B.150 to EASA CS.ADR-DSN.B.175

inclusive. The runway strip surface is grassland except for where manoeuvring area

surfaces intercept. The runway strip for runway 05-23 is 300m in width and extends

60m before the threshold and 60m beyond the end of TORA. The Cleared and

Graded Area (CGA) extends to a distance of 105m either side of the runway

centreline between the thresholds, except that the distance is gradually reduced to

75m from the centreline at both ends of the strip, for a length of 150m from the

runway threshold.

Runways 05-23 (grass) and 10-28 have an 80m and 60m wide runway strip for a

Code 1 and 2 runway respectively. The strips extend 30m before the threshold and

30m beyond the end of TORA.

7.9. Runway End Safety Areas

RESAs are provided for both ends of runway 05-23. The RESA lengths at least

meet the minimum regulatory requirements as required by CS.ADR-DSN.C.215.

For runway 05-23 RESA data see section 7.1.

No RESAs are required for runway 05-23 (grass) or runway 10-28.


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7.10. Stopways

No stopways are provided for any runway at CIA.

7.11. Clearway Length and Ground Profile

Clearways are provided for Runway 05 and 23.

- Runway 05: 109m length x 150m width (widening to 180m)

- Runway 23: 133m length x 150m width (widening to 180m)

The ground profile beneath both clearways is essentially flat and graded and clear

of obstacles.

8. TAXIWAYS

8.1. Length, Width and Surface Type of Taxiways

Full details of taxiways at CIA are in Part C, Section 7.2 of this manual.

9. APRONS

9.1. Apron Surface Type and Aircraft Stands

Full details of aprons at CIA are in Part C, Section 7.4 and 7.5 of this manual.

10. VISUAL AIDS FOR APPROACH

10.1. Approach Lighting

Lighting at CIA supports CAT I ILS approach on runway 23 and non-precision

approach operations on runway 05.

Full details of approach lighting are in Part C, Section 10 of this manual.

10.2. Approach Slope Indicator

Runways 05 and 23 are equipped with a PAPI system, both set at 3.0° .


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10.3. Marking and Lighting of Runways

Runway 05-23 is equipped with elevated white edge lights which are bi-directional.

Both runways have green threshold and wingbar lights and red runway end lights.

Full details of runway lighting at CIA are in Part C, Section 10.

10.4. Marking and Lighting of Taxiways

Full details of taxiway markings and lighting at CIA are in Part C, Section 11.

10.5. Apron Floodlighting

Apron / Stand Designation

Lighting Mast Adjacent Hangar Lighting

Taxiway Alpha (outside FBO)

Yes Yes

Stand 1 – 3 Yes -

Stand 4 – 5 - -

Stand 6 - -

Stand 11 – 15 (Apron 2)

- Yes

Apron 12 - Yes

Apron 16 - Yes

Apron 17 - Yes

Apron 22 Yes Yes

Fingers - Yes

GA Grass Parking Area

- -

Engine Testing Bay

- -

Compass Base - -

10.6. Visual Docking Guidance System

Not applicable.


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10.7. Light Intensity Control

Runway and taxiway lighting has several intensity levels which may be selected by

ATC. Default settings apply for various ambient weather conditions and times of day

and night. Control of lighting intensity is explained in MATS Part 2.

10.8. Power Supplies for Aeronautical Ground Lighting

Primary power for airfield lighting is provided from the mains. Auto‐start diesel fuel

generators are provided in case there is a fault or failure with the primary supply.

These generators supply the aerodrome lighting and navaids. During Low Visibility

Operations the generators are activated but not on-load, and are capable of

achieving the required switchover time.

11. LOCATION AND RADIO FREQUENCY OF VOR AERODROME CHECKPOINTS

Not applicable.

12. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES

Location and designation of Standard Taxi Routes are illustrated on the plans

shown in Part C, Section 1.2 and 1.3 of this manual.


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13. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES

13.1. Threshold Runway Points

WGS84 Coordinates WGS85 Height Lit OS Grid Height AMSL

Description Identifier Latitude Longitude m Ft. Y/N Easting Northing m ft.

THR 05 521202.12N 0000959.26E 56.90 186.67 N 548153.46 258027.73 10.87 35.66

THR 23 521235.55N 0001103.83E 60.49 198.44 N 549348.08 259097.27 14.47 47.47

THR 05G 521211.12N 0001032.14E 56.86 186.55 N 548769.28 258324.49 10.84 35.56

THR 23G 521229.87N 0001108.40E 56.83 18646 N 549439.97 258924.43 10.82 35.50

THR 10 521210.28N 0001020.71E 56.58 185.64 N 548553.09 258292.06 10.56 34.65

THR 28 521207.84N 0001043.49E 56.74 186.14 N 548987.75 258229.64 10.72 35.17

13.2. Taxiway Locations

WGS84 Coordinates WGS85 Height Lit OS Grid Height AMSL

Description Identifier Latitude Longitude m ft. Y/N Easting Northing m ft.

HOLD A 521235.64N 0001056.38E 60.30 197.83 Y 549206.63 259095.72 14.28 46.85

HOLD B 521233.70N 0001051.89E 58.59 192.22 Y 549123.10 259033.32 12.57 41.24

HOLD C 521226.75N 0001038.06E 58.53 192.03 Y 548867.25 258810.53 12.51 41.04

HOLD D 521212.80N 0001011.16E 56.11 184.08 Y 548369.47 258364.22 10.08 33.07

HOLD E TBC TBC TBC TBC N TBC TBC TBC TBC

HOLD J 521231.52N 0001047.53E 57.84 189.76 N 549042.39 258963.45 11.82 38.78

HOLD U1 521225.22N 0001052.46E 56.44 185.16 N 549141.86 258771.61 10.42 34.19

HOLD U2 521225.22N 0001052.46E 56.44 185.16 N 549141.86 258771.61 10.42 34.19

HOLD V1 521221.55N 0001045.37E 56.70 186.02 N 549010.74 258654.11 10.68 35.04

HOLD V2 521221.55N 0001045.37E 56.70 186.02 N 549010.74 258654.11 10.68 35.04


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13.3. Obstacle Charts

Obstacle charts correct as of Dec 2017


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14. PAVEMENT SURFACE TYPE AND BEARING STRENGTH USING ACN – PCN

METHOD

The Pavement Classification Numbers (PCN), for runways and taxiways only, are

shown in Part C, Sections 7.1 and 7.2 of this manual.

15. PRE-FLIGHT ALTIMETER CHECK LOCATIONS AND THEIR ELEVATION

The designated altimeter check location is Apron 16 – 49ft AMSL.

16. RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES

Runway and Runway Intersection Declared Distances are calculated in accordance

with EASA GM1.ADR-DSN.B.035. Details are illustrated/described in Part C,

Section 7.1 of this manual. The ADM is responsible in an emergency for the

calculation of reduced runway declared distances. The decision to reduce the

declared distances must be approved by the ADM or AGM in consultation with the

the Senior Air Traffic Control Officer on duty. The calculations must be checked by

a second competent person before any operations on reduced declared distances

are permitted. Re-declaration of distances will be calculated using the procedures

referenced in Part E of this manual.

17. CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT

The person responsible for co-ordinating the removal of disabled aircraft is the

ADM. They can be contacted via the Airport Operations number on 01223 373535.

Procedures relating to disabled aircraft removal are contained in AOP 22 Removal

of Disabled Aircraft.

18. RESCUE AND FIRE-FIGHTING

18.1. Category of Cover Provided

CIA provides Rescue and Fire Fighting Services to CAT 6 between 0600 and 0000,

and CAT 4 between 0000 and 0600, as published in the UK AIP, with the ability to

upgrade to CAT 6 on request.

Where available facilities fall below the level required as a minimum under the

aerodrome license/certificate, no aircraft shall take off or land at the aerodrome.

Such services and equipment shall at all times, when the aerodrome is available for

the take-off and landing of aircraft, be kept fit and ready for immediate turnout.


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The published category is provided at all times that the airport is open for use by

aircraft required to use a licensed airport, except when a decrease is promulgated

by NOTAM. All fire category cover will be provided for a minimum of fifteen minutes

after the actual time of departure or landing of an aircraft.

The AFS will provide fire cover for aircraft which do not require a licensed facility.

This is provided on a scale appropriate to the aerodrome’s AFS category based on

the aircraft length or fuselage width.

Active monitoring of movement rates and types to ensure that the minimum

licensing requirements are not compromised is the responsibility of the AFS OIC.

The minimum number of personnel shall be deployed within the immediate vicinity

of the AFS equipment to ensure an instantaneous response in order that the

response objectives shall be achieved and that a continuous agent application at

the appropriate rate shall be maintained.

18.1.1. Reduced Level of Cover

The level of protection provided for all-cargo, mail, ferry, training, test and end-of-life

aircraft operations may be reduced to a lower category, subject to prior approval of

use of ‘remission’ from the CAA. This will be in accordance with EASA AMC2

ADR.OPS.B.010(a)(2), and the reclassification of categories in Table 2.

18.2. AFS Appliances and Extinguishing Media

CRASH 1 CRASH 2 CRASH 3

Vehicle Type Cobra 2 Cobra 2 Cobra 2

Vehicle Registration VX59 AXB AE08 EWH V725 GNP

Water Capacity (litres) 12,500 10,500 10,000

Foam Capacity (litres) 1,600 1,500 1,280

Discharge Rate (litres/min) 5,300 5,000 5,000

Secondary Media 200kg Monnex 2 x 5kg CO2

2 x 50kg Monnex 100kg Monnex


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19. CASES OF EQUIVALENT LEVEL OF SAFETY, SPECIAL CONDITIONS AND

ACCEPTED DEVIATIONS

SAFETY

ASSURANCE DOCUMENT

REF

RELEVANT CERTIFICATION SPECIFICATION

DESCRIPTION TYPE DATE

GRANTED

N/A A.005

Aerodrome Reference Code number is derived from the greater value of TODA or ASDA and not Aeroplane Reference Field Length.

SC 13/06/2016

N/A B.065

Longitudinal slope changes on runway 05/23 exceed the 1.5% maximum stated in CS ADR-DSN.B.065(b)(1). Longitudinal slope of three transitional curves on runway 05/23 fall below the minimum curve of 30,000m as required by CS ADR-DSN.B.065(c)(1).

SC 09/03/2017

N/A B.080

The transverse slope on one side of runway 05-23 does not meet the minimum cross-fall of less than 1% as required’. Between runway 05-23 chainage 800 to 950 the surface profile changes from a crown to camber – section <1%.

SC 09/03/2017

SC001.16 L.525

Parallel runways are not supplemented by the letters L and R. Designation signage and markings for parallel runways 05-23 (grass) and 05-23 concrete (main) are to remain in place as it aids pilots’ and ground operations’ situational awareness of aircraft types using different runway surfaces.

SC 09/03/2017

SC002.17 B.095

Code D aircraft and above require maximum nose wheel steering while using the runway turn pads. However asymmetric thrust or differential braking is not required.

DAAD 09/03/2017

SC002.17 K.500

Unable to confirm the candela of the Signalling Lamp to ensure 6,000 cd requirements. A daytime test of all three colours has been conducted with aircraft in the visual circuit and the lamp has proved to be visible.

DAAD 09/03/2017

SC002.17 L.565

Turn pad centreline is in place but exceeds the 45 degree radius. Code D aircraft and above require maximum nose wheel steering while using the runway turn pads Asymmetric thrust or differential braking is not required.

DAAD 09/03/2017

SC002.17 L.600

Road Holding positions S2 and S3 for the grass runway 10/28 undershoot are on un-paved roads and therefore do not have paint ground markings. Their location is marked by ‘STOP – Proceed only under receipt of ATC clearance’ signage either side of the road.

DAAD 09/03/2017


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SC002.17 M.626

Runway 05 simple approach lights cross bar is set at 285m from the threshold as per the pre-existing CAP 168 requirements of 300m (+/-15m), as there is insufficient space to fit the full 300m between the RWY 23 threshold and the airfield boundary.

DAAD 09/03/2017

SC002.17 S.800

Illumination of apron areas over which passengers may walk is not connected to a secondary power supply. Portable temporary lighting towers currently used as a backup for illumination if primary power supply fails.

DAAD 09/03/2017


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part E


PART E – AERODROME OPERATING POLICIES AND PROCEDURES

PART E

AERODROME OPERATING POLICIES AND

PROCEDURES


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20180701 / Cambridge International Airport Aerodrome Manual / Version A Part E – Page 1


POLICIES

1. AERONAUTICAL INFORMATION AND DATA SURVEYING

The provision of accurate and timely aeronautical information to pilots and aircraft

operators is important to Cambridge International Airport. The aeronautical data

which is in the public domain, primarily the UK AIP, will be regularly updated to

ensure accuracy and currency.

Aerodrome surveys are required to fulfil a number of regulatory requirements. CAP

232 sets out the required specification for topographical and obstacle limitation

surveys. CIA has these surveys completed annually by a CAA-approved provider.

The company currently used is SLC Associates. In addition to meeting the basic

requirements of CAP 232, CIA will use information and obstacle data sourced from

the survey to manage and control the risks and limitations posed to aircraft

operations.

Refer to: CIA-P-AOPS-002 Aeronautical Information and Data Surveying

2. ACCESS TO THE MOVEMENT AREA

Access to operational areas is strictly controlled by legislation and additionally by

local procedures in order to maintain security and safety of airport operations. As

well as complying with statutory requirements, CIA 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.

Refer to: CIA Aerodrome Security Plan

20170221-SOP-CBG-Access Control

20170221-SOP-CBG-Critical Part Access

3. AERODROME MOVEMENT AREA INSPECTIONS

Inspections of the aircraft movement area, including aprons, taxiways, the runway

and other supporting infrastructure, are a key part of the airport’s safety

management system. The frequency and nature of inspections will meet minimum

EASA requirements, as well as providing safety assurance to CIA staff and airport


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users that the surfaces are being monitored and any safety hazards removed or

controlled.

Refer to: CIA-P-AOPS-003 Aerodrome Inspections Procedure

4. INSPECTION AND MAINTENANCE OF VISUAL AND NON-VISUAL AIDS

The inspection of visual and non-visual aids, and routine and emergency

maintenance, is vital in ensuring that the aids are fit for use by aircraft and other

aerodrome users. The inspections will check that the aids meet EASA design and

operating criteria. Robust maintenance procedures will aim to minimise

unserviceability and increase reliability.


CIA-P-AOPS-016 Inspection and Maintenance of Airfield Markings

CIA-P-AOPS-017 Inspection and Maintenance of Windsocks

CIA-P-AOPS-018 AGL Maintenance Plan

CIA-M-ATE-002 ATE Maintenance Exposition

5. MAINTENANCE AND REPAIR OF AERODROME EQUIPMENT

The company asset register lists all items of equipment that are required to operate

the aerodrome. The register includes servicing and inspection frequencies for a

preventative maintenance programme. Asset owners are responsible for the

availability of operating, maintenance and repair instructions.

6. MAINTENANCE OF THE MOVEMENT AREA

CIA recognises that the components that make up the aircraft movement area,

including aprons, taxiways, paved and grass runways and associated graded areas,

are the airport’s most critical assets. CIA will adopt robust procedures which

describe the assessment process, identify deficiencies, determine maintenance and

rehabilitation needs and make sustainable and realistic decisions for funding.

Procedures for pavement overload operations are contained in the pavement

management plan.


CIA-M-AOPS-004 Pavement Management Plan

CIA-P-AOPS-007 Runway Surface Friction Assessment


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7. AERODROME WORKS

In order to satisfy its duty to comply with the Health and Safety at Work Act (1974)

and the airport’s own procedures, CIA will take all necessary steps to maintain a

safe and healthy working environment. This will include risk assessing and

promulgating works to take place on the airfield movement area and informing

contractors of the hazards they may encounter and rules by which they must abide.

CIA will follow the guidance in CAP 791 as a basis for managing airside

development and changes to infrastructure. Any proposed new airfield infrastructure

will be assessed for impact and follow the change management process.

Refer to: CIA-M-AOPS-006 Control of Airside Work in Progress

CIA-P-AOPS-015 Airside Works and Development

8. APRON SAFETY MANAGEMENT

The apron has the potential to be a very hazardous environment due to the

complexity of operations taking place. CIA has a number of procedures to ensure

these hazards are controlled and mitigated against. Apron management is provided

by Airport Operations. No other companies are authorised to provide this service at

CIA. Separate procedures contain further information on allocation of parking

positions, engine start and push-back, marshalling, ramp safety, ramp

cleaning/sweeping and compliance monitoring.

Refer to:

Transfer of aircraft between ATCU and Ramp Operations – CIA-P-AOPS-008

Allocation of aircraft parking – CIA-P-AOPS-008

Aircraft engine start – CIA-P-AOPS-008

Aircraft marshalling – CIA-P-AOPS-008

Aircraft follow-me service / leader escorts – CIA-P-AOPS-010

Protection from jet blast – CIA-P-AOPS-008

Safety during aircraft refuelling – AOP 07 Aviation Fuel Management

Sweeping / FOD control – CIA-P-AOPS-009


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9. AIRSIDE DRIVING AND VEHICLE OPERATIONS

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.

CIA has established minimum standards for vehicles, equipment and personnel

operating in airside areas; these standards are contained within the Airside Driving

and Vehicle Operations Manual (ADVOM) and other associated documents

referenced within it. The ADVOM is available as a separate document and contains

information on:

• Airside driving permits

• Airside vehicle permits

• Airside safety practises

• Incident and accident reporting

• Airside traffic rules

• Driving on the manoeuvring area

• Radio procedures

• Airside driving monitoring scheme

Refer to: CIA-M-AOPS-007 Airside Driving and Vehicle Operations Manual

f

10. WILDLIFE HAZARD MANAGEMENT

Aerodromes attract bird and wildlife for a variety of different reasons, which

contributes to one of the most severe safety hazards at the airport. The reasons

include the large areas of open space, grass and vegetation as sources of food,

hard standing which are ideal loafing areas and the clear view of potential

predators. It is therefore essential that careful consideration is given to the

management of the landscape such that habitat attractive to wildlife is discouraged.

It must be realised however that despite efforts to discourage birds and wildlife, the

hazard will never completely disappear. For this reason the problem must be

constantly monitored collectively by those on the ground and those in the air.

Effective wildlife control is an important aspect of airport operations.

A Wildlife Hazard Control Management Plan is available as a separate document

which contains information on:


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• Roles and Responsibilities

• Risk Identification and Monitoring

• Safety Performance

• Local Wildlife Identification

• Methods and Frequency of Wildlife Control

• Grass Management

• Safeguarding

• Birdstrike Reporting

• Training Requirements

• Records and Documentation

Refer to: CIA-M-AFS-004 Wildlife Hazard Control Management Plan

11. AERODROME SAFEGUARDING

The potential impacts of developments on or close to the aerodrome, or under the

airspace of CIA, could have significant impacts on operational safety and capability.

In common with other certificated aerodromes, CIA is responsible for its own

safeguarding process, for both technical and physical safeguarding, in accordance

with CAP 738 and EASA ADR.OPS.B.075. The priority in responding to

safeguarding consultations will be to protect the safety and operating interests of

CIA, both at the present time and in the future. However, consideration will always

be given to allowing appropriate developments to take place for the benefit of the

local community and of the environment. CIA will, where possible, work with local

planning authorities and developers to reach mutually satisfactory outcomes.

Refer to: AOP 018 Aerodrome Safeguarding

12. AERODROME EMERGENCY PLAN

Dealing with emergencies at the aerodrome or in its surroundings is initially the

responsibility of the AFS, supported by external emergency agencies. The AFS

frequently hold training exercises in support of emergency response, in line with

their training programme.

A separate Emergency Orders document contains specific emergency response

instructions for each airport department with emergency responsibilities, for various

emergency scenarios. The Emergency Orders are tested with a full-scale

emergency exercise every 2 years, with a partial smaller-scale exercise in the

intervening year.


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Refer to: Aerodrome Emergency Orders; BMS.SP.001

13. RESCUE AND FIRE-FIGHTING

The principle objective of the rescue and fire-fighting service will be to save lives. In

order to do this, CIA will ensure that the AFS complies with the minimum

requirements of AMC/GM to Annex IV – PART-AD-OPS, including the minimum

number of appliances, extinguishing agents, equipment and personnel according to

the CIA Task and Resource Analysis.

Refer to: CIA-M-AFS-001 Fire Service Operational Manual

CIA-M-AFS-002 Fire Service Training Manual

Part D, Section 18 of this Manual

14. REMOVAL OF DISABLED AIRCRAFT

A disabled aircraft on the aircraft manoeuvring area or in the vicinity of navigational

aids could have a detrimental effect on the safety and continuity of flight operations

at CIA. It is therefore important that CIA and aircraft operators using the airport

have contingency plans to remove a disabled aircraft as quickly as possible.

The responsibility for the recovery of a disabled aircraft ultimately lies with the

aircraft operator, and as such they should provide an aircraft recovery plan. CIA will

have its own recovery arrangements in place to support or supplement the plans of

an aircraft operator. CIA will also provide a co-ordinator for the safe and expeditious

removal of a disabled aircraft.

Refer to: AOP 022 Removal of Disabled Aircraft

15. AVIATION FUEL MANAGEMENT

Responsibility for the maintenance of the aviation fuel installation at CIA, including

fuel storage, distribution to aircraft and its quality and fitness for use rests with the

Fuel Supervisor. Responsibility for the quality of fuel delivered to site rests with the

fuels supplier.

Fuelling activities at CIA are undertaken by the airport fuel department in

accordance with CAP 748 (Aircraft Fuelling and Fuel Installation Management), in

conjunction with Explosive Atmospheres (ATEX) and Dangerous Substances

Explosive Atmosphere Regulations (DSEAR). Guidance material published by the

fuel industry Joint Inspection Group (JIG) is also applied.


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Refer to: AOP 007 Aviation Fuel Management

16. LOW VISIBILITY OPERATIONS

CIA is committed to providing facilities and procedures to enable the airport to

remain open for safe operations during low visibility conditions. It must be accepted

that such conditions may limit air traffic capacity and ground movements of vehicles

and aircraft. CIA aims to draw on experience from the industry to further review

actions taken during low visibility operations with a view to enhancing safety and

capacity. There will be a strong on-going emphasis on training and competency to

ensure staff carry out procedures correctly and efficiently.

Refer to: CIA-P-AOPS-012 Low Visibility Operations Procedure

17. WINTER OPERATIONS

Winter conditions on the airfield can inevitably introduce potential hazards to aircraft

operations and activity on the aprons. Snowfall can impose significant restrictions

on the availability of the runways and taxiways for use and can be expected to lead

to disruption of normal aircraft operations.

A Snow and Ice Control Plan has been developed to detail the measures that CIA

will take to enable safe aircraft operations to continue during periods of snow and/or

ice conditions. This plan focuses primarily on the safe return to operation of the

runway and primary taxiway(s) however also outlines plans for the treatment of

other airside and landside areas. This document has been produced using

information contained in CAP 1168 Guidance Material for Organisations,

Operations and Design Requirements for Aerodromes, CAP 32 UK Aeronautical

Publication and other relevant supplementary CAA publications.

The Snow and Ice Control Plan is available as a separate document and contains

information on:

• Policy, Procedure and Objectives

• Planning

• Implementation

• Roles and Responsibilities

• Response Initiation

• Surface Inspection Regime

• Snow Closure Policy


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• Clearance Priority Areas

• Runway and Surface De-icing

• Incident Reporting and Investigation

Refer to: CIA-M-AOPS-003 Snow and Ice Control Plan

18. OPERATIONS IN ADVERSE WEATHER CONDITIONS

Adverse weather, including thunderstorms, strong winds, ice and snow, and low

visibility, have the potential to severely disrupt operations and affect aviation safety.

CIA will aim to distribute accurate and timely adverse weather information to airfield

users, primarily using the forecast services of the Met. Office but also using on-site

weather data and staff experience.

Refer to: AOP 013

19. NIGHT OPERATIONS

CIA will provide adequate facilities for aircraft, vehicles and aerodrome users to

operate safely at night. This will include infrastructure such as AGL, floodlighting,

airfield signage and aircraft navigation aids.

Refer to: Parts C and D of this Manual

MATS Part 2

20. OUT OF CODE AIRCRAFT OPERATIONS

Cambridge International Airport (CIA) accommodates a wide variety of aircraft

spanning most of the aircraft codes. CIA accepts larger types of aircraft (Code D

and E) for aircraft Maintenance, Repair and Overhaul (MRO) which place larger

demands on the airfield infrastructure. Due to the airfield layout and design, some

aircraft may need to transit parts of the movement area which were originally built

for aircraft of a lower code. A procedure has therefore been created to ensure that,

during aircraft ground movements, safety margins are maintained for all codes of

aircraft in all airfield locations, with regards to pavement dimensions, mobile and

fixed obstacles.

Refer to: CIA-P-AOPS-013 Out of Code A Aircraft Operations


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21. PREVENTION OF FIRE

CIA ensures that all reasonable measures are taken to prevent a fire from starting.

This includes the control of contractors and hot works on the airfield and restrictions

on smoking airside. Smoking is prohibited in airside areas.

Refer to: CIA-M-AOPS-006 Control of Airside Work in Progress

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