Gatwick Airside Driving Permit (Manoeuvring Area and Runway)

Copyright © 2019 RTITB. All rights reservedGatwick Airside Driving Permit (Manoeuvring Area and Runway) - LTG9917 - V2.0719

Gatwick Airside Driving Permit(Manoeuvring Area and Runway)LTG9917

Instructor Guide

2Copyright © 2019 RTITB. All rights reserved

Gatwick Airside Driving Permit (Manoeuvring Area and Runway) - LTG9917 - V2.0719

Contents

INTRODUCTION

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

How to Use this Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

COURSE PLAN

Course Content from Session Library Arranged Here . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

SESSION LIBRARY

Course Information: Manoeuvring Area Initial Permit (Initial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Course Syllabus: Manoeuvring Area Initial Permit (Initial) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Course Information: Manoeuvring Area Permit (Refresher) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Course Syllabus: Manoeuvring Area Permit (Refresher) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Course Information: Runway Initial Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Course Syllabus: Runway Initial Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Course Information: Manoeuvring Area and Runway Permit (Combined Refresher) . . . 26

Course Information: Manoeuvring Area and Runway Permit (Combined Refresher) . . . 27

Manoeuvring Area Initial

MS1 Course Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

MS2 The Regulatory Framework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

MS3 Individual Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

MS4 The Airside Driving Permit (Manoeuvring) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

MS5 Aerodrome Features and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

MS6 Surface Markings and Signage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 551MS7 Taxiway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

MS8 Airfield Weather Safeguarding (AWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

MS9 08L/26R Safeguarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

MS10 Works in Progress Safeguarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 MS11 Push Back Tug Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

MS12 Non-standard Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

MS13 Runway Incursions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

MS14 Manoeuvring Area Tour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

MS15 The Role of ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

MS16 Radio Telephony . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93



MS17 Theory Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

MS18 Practical Training Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

MS19 Pre-use Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

MS20 Radio Check and Airfield State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

MS21 Entering and Exiting the Manoeuvring Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

MS22 Driving in the Manoeuvring Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

MS23 Situational Awareness and Defensive Driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

MS24 Use of Taxiway Holding Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

MS25 Manoeuvring Area Routing Exercises . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

MS26a ATC Positive Routings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

MS26b Further Driving Practice (Restricted Permits) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

MS27 Practical Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Manoeuvring Area Refresher

MRS1 Course Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

MRS2 What’s New? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

MRS3 Individual Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

MRS4 Pre-use Inspection (Practical). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

MRS5 Radio Check and Airfield State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

MRS6 Assessment of Driving in the Manoeuvring Area (Practical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

MRS7 Course Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

Runway Initial

RS1 Course Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

RS2 The Regulatory Framework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

RS3 The Airside Driving Permit (Runway) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

RS4 Individual Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179

RS5 Runway Features and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

RS6 Runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

RS7 Runway Safeguarding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195

RS8 Entering and Exiting the Runway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

RS9 Driving on the Runway (Practical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

RS10 Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

M+R Refresher (Combined)

MRref1 Course Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

MRref2 What’s New? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213

MRref3 Individual Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217



ASSESSMENT

Operator's Pre-use Inspection Sheet - Candidate

Operator's Pre-use Inspection Sheet - Instructor/Examiner

Practical Test of Basic Operating Skills - Test Marking Sheet

Radio Telephony Exercise

Associated Knowledge Test Marking Sheet

Associated Knowledge Question Papers

TERMS & CONDITIONS OF USEAll rights in this publication are reserved to RTITB. Copyright © 2019. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including copying, recording or information storage and retrieval system, without prior permission from RTITB.

Whilst this course material endeavours to reflect all applicable law (as of July 2019), it clearly cannot make provision for all eventualities. Whilst every effort has been made to ensure the accuracy and sufficiency of the contents, RTITB cannot accept responsibility for omissions or incorrect interpretation of the legislation, the user must refer to the appropriate Parliamentary Acts and Statutory Instruments for clarification.

ASSESSMENT

Introduction to the Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236

Assessment Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237

Airsoide Vehicle Pre-use Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240

Practical Test of Basic Operating Skills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245

Associated Knowledge Examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

Included as Additional Content

MRref4 Pre-use Inspection, Radio Check and Airfield State (Practical) . . . . . . . . . . . . . . . . . . . . . . . . . . . 223

MRref5 Assessment of Driving and Remedial Training (Manoeuvring Area) . . . . . . . . . . . . . . . . . . . 229

MRS7 Course Close . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233



IntroductionThe content in this training guide has been written to enable appropriately qualified and currently registered RTITB instructors to deliver Airside Driving Permit (Manoeuvring Area and Runway) training at Gatwick Airport, with the aim of awarding successful candidates a Basic qualification in airside driving in preparation for further, on-the-job airside driving training to aid familiarisation within the context of their specific roles.

This course can only be conducted by currently qualified and registered Airfield Equipment Instructors who hold an ADP ‘M’ (instructors wishing to conduct the Runway permit must also hold an ADP ‘R’. A section of this course involves a tour of the airfield, a appropriately sized vehicle with sufficient seating should be used for this part of the course.

Regulatory responsibility for safety regarding airside activities in the UK falls between the Civil Aviation Authority (CAA) and the Health and Safety Executive (HSE), with the CAA responsible for the enforcement of European Union Aviation Safety Agency (EASA) regulations concerning the safe operation of aircraft and the HSE focussed on general safety in the workplace. However, vehicle operation airside has safety implications on both sides of the equation as they invariably come into close proximity with ground staff, passengers, other employees and, of course, aircraft. So, for anybody working airside, there are the usual workplace health and safety regulations to consider during their day-to-day work, as well as aviation specific regulations designed to improve safety and transparency in the aviation industry.

The Airside Driving Permit is just one safety mechanism within the finely balanced ecosystem of the airside environment, but it is perhaps one of the most important for individuals involved in vehicular ground operations because of the overlap with air operations. This is an environment where all parties very much have to be working from the same page and communication is key. CAP 790 provides clear guidance on how vehicle movements on the ground should be controlled, and the issuing and retention of permits; as such this core document forms a clear reference point for many of the issues discussed in this course. In many respects, the ADP is not dissimilar to the authorisation to operate systems utilised in the material handling industry: training and competence play a central role in the issuing of permits; permits are issued for specific areas of the airfield (‘A’ permits for airside roads and the apron, ‘M’ permits for manoeuvring areas, and ‘R’ permits for manoeuvring areas and the runway), and, crucially, permits can be revoked for poor driving/operating standards. However, in many other respects, ADP training must be, by its very nature, more heavily weighted in the direction of specifics and workplace familiarisation and assessment. For this reason, successfully completing this ADP course should only be the first small step on the road to fully fledged airside driving operations; a period of “on-the-job” Specific Job training is of the utmost importance.



Competence should never be assumed immediately after training has been completed. A qualification does not signify competence, merely that the individual has attended a course and passed a test; it’s only through the application of what has been learnt on the course that competence can be gained through experience. Therefore, upon successful completion of the course, each candidate will undertake an assessment drive, carry out a pre-use inspection and complete a theory test. Based on the outcome of these assessments, the candidate will be issued a permit. This will not signify the end of training as the newly qualified operative will be required to complete a number of ‘on-the-job’ drives in the manoeuvring area accompanied by an experienced ‘M’ permit holder for a suggested period of 6 weeks. During this period, the newly qualified operative will complete a number of required routes specific to the nature of their role. These routes will be completed in day and night and conditions. They will be monitored and a record of their performance will be kept.

At the end of the 6-week period, the candidate will complete a final assessed drive with their employer. The completed record of on-the-job training, combined with the result of the final assessed drive, will determine whether or not the candidate retains their M Permit and is cleared to drive unsupervised. Once an ‘M’ permit is obtained, drivers can begin working towards their Runway (‘R’) permit. 'R' permit candidates will also undergo an initial assessment of their ability before completing a period of on-the-job training and observation before being completing a final assessed drive.

You’ll find guidance on post Initial ADP training in ‘Next Steps’, found in the Appendices at the end of this document.

As with any training programme, ongoing competence is essential to ensure that operating standards and general awareness of the operating environment remain intact. For this reason, all ADP holders will be required to undergo regular Refresher, or ‘recurrent’ training to ensure that their competence is maintained. It is also important to note that this Refresher training is not just a form of periodic training, it should also be used, along with a robust assessment process, to ensure that those returning to work after a long absence, or those returning to a driving role after a period away from this type of work, are fit and competent to resume operational driving. This approach to periodic retraining is a requirement of both the Health and Safety Executive in the UK and the wider requirements for effective Safety Management Systems at airports, as described by EASA in the Acceptable Means of Compliance (AMC) to Authority, Organisational and Operations Requirements for Aerodromes. Instructors will therefore find Refresher syllabuses within this document for ‘M’ permit holders and ‘R’ permit holders.



Vehicle operations have the potential to seriously impact the safety of colleagues, aircraft, aircrew, passengers and vehicle drivers. Ultimately, it is the responsibility of the aerodrome authority to ensure the safety of all airside operations through compliance with EASA requirements and, of course, through compliance with all relevant Health and Safety legislation. But, it is also the responsibility of all employers, including ground handling agents and other parties who work with ground support equipment, operating within the site to comply with the rules that the aerodrome authority puts in place in order to meet their commitment to safety. The regulations and guidance provided by bodies such as EASA and the CAA aims to help all parties in and around the airfield achieve a less reactive, more proactive approach to the supervision and management of drivers, to not only ensure compliance but also improve safety and efficiency on the airfield. This guide has been produced with the aim of helping qualified instructors offer the best training possible to new airside permit ‘M’ holders, those wishing to graduate to an ‘R’ permit, and permit holders looking to revalidate their status.

Communication plays a key role in airside driving and operations. People working and driving in this dynamic environment must be able to communicate effectively with their colleagues and superiors, as well as understand signage and markings around the aerodrome. It is therefore critical that personnel attending this training are proficient in their use of English. Before conducting this course you should familiarise yourself with the guidance provided in Appendix C of CAP 790, which offers advice on approaches that can be used in order to verify individuals’ ability with the language if necessary.



Glossary of Common TermsThroughout this guide, you will come across a number of industry terms. Following is a list of common terms, along with brief explanations and common alternatives where applicable.

TERM TERM DESCRIPTION

ADP Airside Driving Permit

A/C Aircraft

ADM Airport Duty Manager

AFS Airfield Fire Service

AGL Aeronautical Ground Lighting

AIP Aeronautical Information Publication

A/L Airline

ANO Air Navigation Order

ANS Air Navigation Services

AOSU Airfield Operations Safety Unit

ASDA Accelerate Stop Distance Available

A-SMGCS Aircraft Surface Movement Guidance and Control System

ATC Air Traffic Control

AVP Airfield Vehicle Pass

AWS Airfield Weather Safeguarding

CAA Civil Aviation Authority

CAP Civil Aviation Publication

CAT(1) Category (Precision Approach Runway)

CGA Clear and Graded Area (of the runway strip)

C/L Centreline

CRM Crew Resource Management

DfT Department for Transport

DME Distance Measuring Equipment

EAPPRI European Action Plan for the Prevention of Runway Incursions




EASA European Aviation Safety Agency

EU European Union

FEGP Fixed Electrical Ground Power

FOD Foreign Object Debris (or damage likely caused by it)

GAD Gatwick Airport Directive

GAL Gatwick Airport Limited

GAN Gatwick Airport Notice

GMC Gatwick Movement Control

GP Glide Path

HSE Health and Safety Executive

HAP Helicopter Aiming Point

ICAO International Civil Aviation Organisation

ILS Instrument Landing System

IRVR Instrument Runway Visual Range

LDA Landing Distance Available

LVP Low Visibility Procedures

MALMS Mobile Airfield Lighting Monitoring System

MARS Multi Aircraft Ramp System

MATS Manual Air Traffic Services

MCA Multi Choice Apron

NOTAM Notice to Airmen

NATS National Air Traffic Services

OLS Obstacle Limitation Surface

OPS Operations

PAPI Precision Approach Path Indicator

PCN Pavement Classification Number

PIGS Passenger Information Guidance System




PPE Personal Protective Equipment

RAT Rapid Access Taxiway

RET Rapid Exit Taxiway

RESA Runway End Stop Area

RETILS Rapid Exit Taxiway Indicator Light System

RVP Rendezvous Point

RWY Runway

SARPS Standard and Recommended Practices

SEG Stand Entry Guidance

SSR Secondary Surveillance Radar

TCAS Traffic Alert and Collision and Avoidance System

TDZ Touch-down Zone

TODA Take-off Distance Available

TORA Take-off Run Available

TWY Taxiway

TWR Tower

UHF Ultra High Frequency

VHF Very High Frequency

V1 Take-off Decision Speed

V2 Take-off Safety Speed

VCR Visual Control Room

WIP Works in Progress



How to use this GuideThroughout this instructor guide you will find everything you need to plan and deliver airside driving permit training ('M' and 'R'), including:

• Session guidance for Initial and Refresher courses

• Guidance on setting up and running end of course assessments

• Multimedia visuals that can be used to supplement your delivery

The content in this guide is divided into 5 tabbed sections:

• Introduction – where you are now. This is where you’ll find general information on this guide, including the introduction to the guide itself and this “how to” chapter.

• Course Plan – the course plan is empty for now, but this is where you will insert and organise any session guides you take from the Session Library.

• Session Library – This is where you will find all of the lessons that can be picked and arranged in your course plan. For more on picking course sessions, see ‘Building Your Course’ later in this section.

• Assessment – You'll find guidance on conducting the various tests that make up the end of course assessment in this section. Marking sheets for the tests are included in the additional content supplied with this guide.

• Appendices – Additional information and forms that you will need during course delivery and planning.

Building Your CourseThe first thing you need to know before heading to the Session Library is exactly what type of course you are aiming to run (Initial or Refresher, Runway or Manoeuvring area). This is important because the Session Library contains the complete A-Z of operator training. In order to get the most out of the guide you need to make sure you select the sessions that are relevant to your trainee group. You can find out which sessions you need for your chosen path by checking the Course Information found at the beginning of the Session Library. Once you know which sessions you need, you can pull them out of the library and arrange them in the Course Plan.



As any instructor will know, different candidates have different abilities and experience – an initial trainee will need more in-depth training than a Refresher trainee, who will potentially only require a degree of assessment and remedial tuition. Additionally, depending on ability and experience, session duration requirements may differ from group to group. This course guide has been written and designed to take all of these considerations into account. Use the Course Information to help you pick the sessions you need to deliver and then choose those sessions from the Library.

Course Information

Once you know what level of trainee you will be instructing, take a look at the Course Information for that level. You’ll find this in the Session Library. Course Information contains all the important details about your course, including candidate specification, total course duration (more on duration later), the course objective and the block syllabus.

The block syllabus is an outline of your course that shows which sessions must be presented for that particular level – as you might imagine, the list of required sessions for an Initial course will be longer than that of a Refresher course. The block syllabus is presented in a suggested running order; you may wish to amend the running order to better suit your group, but you should ensure that the sessions are delivered in a logical sequence.

A number of syllabuses can be constructed from the content found in this guide – for example, initial ‘M’ permit, intial ‘R’ permit, ‘M’ refresher, combined ‘M+R’ Refresher.

A Note on Duration

Each course has a minimum total duration which must be adhered to for the purposes of accreditation. Individual sessions are given suggested durations but it is accepted that, depending on the experience and ability levels in the training group, sometimes more or less time will be devoted to specific sessions within the overall required minimum course duration.

Session Information

The session guidance found in the Session Library is fully detachable, allowing you to remove each session from the library and arrange them in the Course Plan.

At the start of each section you will find useful information about the course objective, resources, suggested duration and a matrix that specifies which course paths the session relates to. Remember, session duration is advisory and delivery of the information should be in the context of the group you are addressing, taking into account their relative experience and abilities. There is a very clear distinction between classroom-based theory sessions and practical training sessions delivered away from the classroom; naturally, time should be allowed for unforeseen circumstances and airfield events when planning for practical training sessions – a certain amount of redundancy should be factored in to your planning.



Session Location

Session Resources

Suggested Session Durations

Session Aim

Weblink/MultimediaThis icon points to additional resources, either online or included with the content supplied with this guide.

WarningThese boxes contain critical information or warnings.

Further InformationThe information in these boxes expands on the topic being discussed.

Further ReadingThis icon provides details of documents, leaflets or books in which further information can be found.

Group ContributionThis icon is used when the accompanying information, PowerPoint or presentation requires further group discussion.

Group ParticipationThis icon is used when the accompanying information contains instructions for group participation exercises.

DemonstrationThis icon is used when the accompanying information contains guidance for practical demonstrations.

Take 5This icon is used to show questions that can be asked to confirm the candidate's understanding of the session.

Additional InformationThroughout this guide you may find some text in brightly coloured boxes. The information in these boxes might be simple additional information, a warning or further reading references. You’ll also find icons that denote different things like learning objectives or training locations. Following is a key explaining what each icon means.



Course PlanSelect your course content from the Session Library and arrange it here.



Session LibraryChoose an experience level and then pick your sessions.



Course Information: Manoeuvring Area Initial Permit (Initial)Ratios

3:1, 2:1, 1:1

Minimum Course Duration - (See Syllabus P19-20)

3:1 – 16 hours2:1 – 13 hours 45 minutes1:1 – 12 hours

It is expected that instructors will choose a candidate:instructor ratio appropriate to the seating configuration of the vehicle used for training.

Objective

By the end of this course, candidates will be able to:

• Safely drive a vehicle on the manoeuvring area accompanied by a current full ‘M’ ADP holder

• Discuss and demonstrate knowledge of taxiway layout, holding points and safeguarding procedures within the Gatwick airside environment

• Demonstrate airfield recognised standards of radio telephony

• Conduct an effective pre-use inspection of a vehicle, including appropriate defect reporting procedures

• Conduct an effective airfield status check prior to entering the manoeuvring area.

Location

Classroom and manoeuvring area.

Equipment

• Multimedia compatible computer and projector

• A suitable and appropriately permitted vehicle for manoeuvring area usage with sufficient seating for the course members and the instructor.

Candidate Specification

All candidates will hold a valid ADP ‘A’ permit and at least a Category B (car) licence.

All candidates attending this course will be able to demonstrate a fundamental level of aircraft recognition knowledge.

Additionally, candidates will have reasonable levels of numeracy and literacy, will be medically fit and will be at least 18 years of age.



Communication plays a key role in airside driving and operations. People working and driving in this dynamic environment must be able to communicate effectively with their colleagues and superiors, as well as understand signage and markings around the setting. It is therefore critical that personnel attending this training are proficient in their use of English. Before conducting this course you should familiarise yourself with the guidance provided in Appendix C of CAP 790, which offers advice on approaches that can used in order to verify individuals’ ability with the language if necessary.

Syllabus

The following syllabus contains the required teaching sessions for this course. Instructors are at liberty to conduct sessions to durations that suit the needs and abilities of the candidates (suggested durations are included with each session, but these are not mandatory); however, the total course time must meet the minimum duration referenced above.

Course Syllabus: Manoeuvring Area Initial PermitSUGGESTED DURATION

SESSION SESSION TITLE 3:1 2:1 1:1

MS1 Course Introduction 15 mins 15 mins 15 mins

MS2 The Regulatory Framework 15 mins 15 mins 15 mins

MS3 Individual Responsibilities 15 mins 15 mins 15 mins

MS4 The Airside Driving Permit 10 mins 10 mins 10 mins

MS5Aerodrome Features and Characteristics

15 mins 15 mins 15 mins

MS6 Surface Markings and Signage 15 mins 15 mins 15 mins

MS7 Taxiway Lighting 15 mins 15 mins 15 mins

MS8Airfield Weather Safeguarding (AWS)


MS9 08L/26R Safeguarding 25 mins 25 mins 25 mins

MS10 Works in Progress Safeguarding 10 mins 10 mins 10 mins

MS11 Push Back Tug Operations 10 mins 10 mins 10 mins

MS12 Non-Standard Operations 15 mins 15 mins 15 mins

MS13 Runway Incursions 30 mins 30 mins 30 mins

MS14 Manoeuvring Area Tour 60 mins 60 mins 60 mins



Course Syllabus: Manoeuvring Area Initial PermitSUGGESTED DURATION


MS15 The Role of ATC 15 mins 15 mins 15 mins

MS16 Radio Telephony 2 hrs 2 hrs 2 hrs

MS17 Theory Close 10 mins 10 mins 10 mins

MS18 Practical Training Introduction 15 mins 15 mins 15 mins

MS19 Pre-use Inspection (Practical) 15 mins 15 mins 15 mins

MS20 Radio Check and Airfield State 10 mins 10 mins 10 mins

MS21Entering and Exiting the Manoeuvring Area


MS22 Driving in the Manoeuvring Area 60 mins 45 mins 30 mins

MS23Situational Awareness and Defensive Driving


MS24 Use of Taxiway Holding Points 40 mins 30 mins 20 mins

MS25Manoeuvring Area Routing Exercises


MS26A ATC Positive Routings 40 mins 30 mins 20 mins

MS26B Further Driving Practice 40 mins 30 mins 20 mins

MS27 Practical Close 10 mins 10 mins 10 mins

Assessment 3 hrs 15 mins 2 hrs 20 mins 1 hr 15 mins

Total Course Duration 16 hrs 13 hrs 45 mins 11 hrs 30 mins



Course Information: Manoeuvring Area Permit (Refresher)Ratios

3:1, 2:1, 1:1

Minimum Course Duration - (See Syllabus P23)

3:1 – 6 hrs 45 mins2:1 – 5 hrs 15 mins1:1 – 3 hrs 45 mins


Objective


• Safely drive a vehicle on the manoeuvring area





Location


Equipment




All candidates will hold a valid ADP ‘M’ permit and at least a Category B (car) licence. Additionally, candidates will have reasonable levels of numeracy and literacy, will be medically fit and will be at least 18 years of age.



Syllabus


Course Syllabus: Manoeuvring Area Permit (Refresher)SUGGESTED DURATION


MRS1 Course Introduction 15 mins 15 mins 15 mins

MRS2 What’s New? 30 mins 30 mins 30 mins

MRS3 Driving in the Manoeuvring Area 30 mins 30 mins 30 mins

MRS4 Pre-use Inspection 15 mins 15 mins 15 mins

MRS5 Radio Check and Airfield State 15 mins 15 mins 15 mins

MRS6Assessment of Driving in the Manoeuvring Area


MRS7 Course Close 10 mins 10 mins 10 mins

Assessment 3 hrs 15 mins 2 hrs 20 mins 1 hr 15 mins

Total Course Duration 6 hrs 45 mins 5 hrs 15 mins 3 hrs 45 mins



Course Information: Runway Initial PermitRatios

2:1, 1:1

Minimum Course Duration - (See Syllabus p25)

2:1 – 6 hours 45 minutes1:1 – 5 hours 45 minutes


Objective


• Safely drive a vehicle on the runway accompanied by a current full ‘R’ ADP holder

• Demonstrate proper radio telephony usage and phraseology while driving on the runway

• Discuss and demonstrate knowledge of runway layout, holding points and safeguarding procedures within the Gatwick airside environment



Location

Classroom, manoeuvring area and runway

Equipment


• A suitable and appropriately permitted vehicle for manoeuvring area and runway usage with sufficient seating for the course members, the instructor, and an additional full ‘R’ permit holder.


All candidates will hold a valid ADP ‘M’ permit and at least a Category B (car) licence. Additionally, candidates will have reasonable levels of numeracy and literacy, will be medically fit and will be at least 18 years of age.



Syllabus


Course Syllabus: Runway Initial PermitSUGGESTED DURATION

SESSION SESSION TITLE 2:1 1:1

RS1 Course Introduction 15 mins 15 mins

RS2 The Regulatory Framework 30 mins 30 mins

RS3 The Airside Driving Permit (Runway) 10 mins 10 mins

RS4 Individual Responsibilities 40 mins 40 mins

RS5 Runway Features and Characteristics 30 mins 30 mins

RS6 Runway Lighting 30 mins 30 mins

RS7 Runway Safeguarding 60 mins 60 mins

RS8 Entering and Exiting the Runway 20 mins 20 mins

RS9 Driving on the Runway (Practical) 60 mins 40 mins

RS10 Close 10 mins 10 mins

Assessment 2 hrs 1 hr 15 mins

Total Course Duration 6 hrs 45 mins 5 hrs 45 mins



Course Information: Manoeuvring Area and Runway Permit (Combined Refresher)Ratios

2:1, 1:1

Minimum Course Duration - (See Syllabus P27)

2:1 – 7 hours1:1 – 5 hours


Objective


• Safely drive a vehicle on the manoeuvring area





Location


Equipment




All candidates will hold valid ADP ‘M’ and ‘R’ permits and at least a Category B (car) licence. Additionally, candidates will have reasonable levels of numeracy and literacy, will be medically fit and will be at least 18 years of age.



Syllabus


Course Syllabus: ADP M+R Combined (Refresher)SUGGESTED DURATION

SESSION SESSION TITLE 2:1 1:1

MRREF1 Course Introduction 15 mins 15 mins

MRREF2 What’s New? 45 mins 45 mins

MRREF3 Individual Responsibilities 45 mins 45 mins

MRREF4 Pre-use Inspection and Radio Check 25 mins 25 mins

MRREF5Assessment of Driving and Remedial Tuition (manoeuvring area)

1 hr 30 45 mins

MRREF6 Course Close 10 mins 10 mins

Assessment 3 hrs 10 mins 1 hr 50 mins

Total Course Duration 7 hrs 5 hrs



To welcome candidates, outline the course and provide important site safety information.

Classroom

• Personal details for each candidate• Training record form for each candidate• Pens and spare notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Copy of your course timetable• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen


• Safely drive a vehicle on the manoeuvring area accompanied by a current full ‘M’ ADP holder


• Demonstrate airfield recognised standards of radio telephony• Conduct an effective pre-use inspection of a vehicle, including appropriate defect

reporting procedures• Conduct an effective airfield status check prior to entering the manoeuvring area

MS1 - Course Introduction

Suggested Durations

RATIO M PERMIT R PERMIT M REFRESHER M+R REFRESHER

3:1 20 mins N/A N/A N/A





Take a moment to welcome the candidates to the course and introduce yourself.

Create a new training record for each candidate and confirm their eligibility to attend the course, including driving licence checks.

Familiarise the candidates with the training location. It is critical that all attendees are familiar with the rules of the site, for example pedestrian areas, PPE rules, high risk activities being undertaken during the course window, etc.

Outline personal and domestic service arrangements for the course.

• The training course hours of attendance, including break times

• Refreshment facilities (food and drink) and location

• Designated smoking areas if relevant

• Toilet facilities and locations

• Cold weather/safety/protective clothing/equipment requirements, as appropriate.

Discuss the aims and objectives of the course and outline the core topics that will be discussed throughout. During this brief outline, take some time to place the content of the course within the context of the candidates’ day-to-day duties; this is especially important if you are conducting a course with a mixed group, since individual areas of operation, and therefore their responsibilities, may vary – for example, consider the difference between fence line inspectors and tug drivers.

Explain that at the end of the training course, each candidate will undergo an assessment comprising a theory test, a pre-use inspection test, and a practical driving test. Additionally, they will also be tested on their ability to communicate with the radio during the course, and this will also count towards their overall assessment performance.

It is important to also explain that successful completion of this course and its assessment is merely the beginning of the ADP journey. Further supervised on-the-job training will be necessary to familiarise each candidate with the operating areas where they will be driving and the specifics of working in these areas.

During this period of on-the-job training (for a suggested period of 6 weeks), each newly qualified driver will be paired with experienced M permit drivers and they will be required to complete a number of specific routes in order to gain the necessary experience and competence before a permit is issued. A record of each candidate’s experience will be kept during this period and stored on file. At the end of their on-the-job training, each candidate will have their driving reassessed by an authorised person before being granted authorisation to drive on the manoeuvring area unsupervised.

Successful attainment of a manoeuvring permit will not give the holder access to a live runway. In order to drive on the live runway, ‘M’ permit holders will need to complete and pass the runway permit course.

End of MS1



To recap on the candidates’ prior theory knowledge gained during ADP Apron training and build on that knowledge in preparation for Manoeuvring area driving.

Classroom

• Pens and notepaper, etc. for each candidate• Candidate workbooks• Hand-out literature, notes folder, etc. • CAP 790: Requirement for an Airside Driving Permit Scheme• EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority,

Organisations and Operations Requirements for Aerodromes• European Action Plan for the Prevention of Runway Incursions• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Discuss the requirement for an ADP• Discuss legislation and regulations relevant to airside driving.

MS2 - The Regulatory Framework

Suggested Durations







Explain that over the coming days the course format will switch between theory sessions and practical training. It is important that candidates remain fully engaged throughout all sessions because important information relating to airfield procedures, topography and safety protocols will be shared and discussed throughout. Many of the issues covered in these opening sessions will be placed firmly into context during their practical training and on-the-job training, so it is important that the candidates keep notes on points of interest that will become clearer outside of the classroom and in the real operating environment.

Regulatory FrameworkRecap on the regulatory issues and themes that the candidates will have learned during their Apron training. Build on their knowledge and correct any misunderstandings or gaps. It is important to set the requirement for an ADP within the overall context of UK aviation regulation.

Begin by discussing the regulatory framework that governs the safe operation of vehicles, equipment and aircraft in and around the airfield.

Explain that there are a number of governing bodies and agencies involved in the regulation of aerodromes. During the coming session you will outline the key organisations, regulations and publications that will influence the issues discussed during this course. Outline and discuss the following topics.

A diagram showing the regulatory framework has been included on a separate page in this section so that you can copy it and hand it out to your candidates if you wish.



Regulatory Framework

ICAO

EASA

CAA

CAPs

GuidanceMaterial

Rule139/2014

ADR DSN ADR AMC

ByelawsGuidanceMaterial

European Action Plan for the prevention of

Runway Incursions



International Civil Aviation Organization (ICAO)

Discuss ICAO. Provide a brief background and explain ICAO’s role in defining international aviation standards – to ensure universal conventions for aircraft taking off in one country and landing in another (a good example of this is the standardisation of radio communications language).

Explain that ICAO produces a number of documents called SARPS (standard aviation recommended practices). The international aviation Industry is built on these recommendations. Further down the regulatory ‘chain’, the European Aviation Safety Agency (EASA) bases its directives on the recommendations found in SARPS.

Aerodromes are specifically interested in Annex 14 of ICAO’s SARPS. The Civil Aviation Authority’s (CAA) civil aviation publication 168 (CAP 168) offers guidance to aerodromes on physical structure safety requirements and draws on the recommendations found in Annex 14.

ICAO’s Annex 19 focusses on safety management systems at airports. Remind the candidates that the

ADP is an important component in the overall safety management system.



European Aviation Safety Agency (EASA)

EASA was started in 2002. Explain that, initially, this agency was primarily concerned with the creation of fuel efficient routes across Europe and environmental issues. Over time EASA has become increasingly influential and now plays a vital role in maintaining safety standards, maintaining a level playing field within the aviation single market. EASA works closely with other international aviation organisations and regulatory bodies.

All aerodromes of a certain specification (traffic, size, etc.) were required to be EASA certified by the end of 2017. This meant that a degree of standardisation regarding a range of aerodrome features and procedures needed to be standardised in order to comply with a set of minimum standards. Gatwick Airport complies with the required standards.

Explain that EASA issues regulations based on the recommendations provided by ICAO, CAPs in turn are produced by the CAA here in the UK to provide guidance on complying with EASA.

Discuss the three main pieces of EASA regulatory documentation that are relevant in the context of aerodrome safety issues such as ADP:

• Regulation 139/2014 – the rules that apply to the aerodrome

• CS ADR DSN – guidance on the minimum standards that apply to aerodrome design

• CS ADR AMC – guidance on operational compliance with the regulations.

The CAA’s Civil Aviation Publications provide accessible guidance on complying with EASA regulations but it is important to explain that EASA’s regulatory documents (in particular their Acceptable Means of Compliance) should be considered the first port of call when looking into the regulations that govern activities on their airfield.

Discuss the fact that EASA also works with leading industry bodies and organisations to produce action plans to help those working in the industry consistently apply ICAO recommendations and EU provisions. One of the most notable action plans to have been produced recently is EAPPRI (the European Action Plan for the Prevention of Runway Incursions). Runway incursions are an important topic that will be returned to in detail later in this course.

Civil Aviation Authority (CAA)

The CAA oversees and regulates civil aviation in the UK. The CAA is the ‘competent authority’ charged with Implementing EASA’s regulations. The CAA provides guidance on how to comply with EASA regulations in the form of civil aviation publications (CAPs).

Explain that the CAP that relates specifically to ADP is CAP 790 (Requirement for an Airside Driving Permit Scheme). Other CAPs, such as 642 (Airside Safety Management) include ADP in a broader discussion about safety requirements. It is important to point out that CAPs are not updated as regularly as EASA regulations, so while they are useful for adding some best practice clarity, they should not be over-relied on in favour of ICAO recommendations and EASA regulations.



Another CAP that is relevant to the candidates is CAP 413: The UK Radiotelephony Manual. Explain

that the use of radio communications is an important difference between driving on the apron and

driving in the manoeuvring area or on the runway. This will form an important part of the course.

Air Navigation Order (ANO)

The Civil Aviation Act is the UK’s means of discharging its regulatory responsibilities. Under the ANO, SARPS are turned into criminal law. Remind the group that it is a criminal offence to recklessly or negligently endanger and aircraft and/or its passengers.

Breaching the ANO could result in up to 5 years in prison and an unlimited fine.

Discuss CAP 393, the CAA’s guidance on the Air Navigation Order.

Gatwick Byelaws

These are laws that are specific to Gatwick Airport. These rules form part of the aerodrome’s Safety Management System and are an important part of it’s compliance with EASA.

Remind the candidates of their ‘A’ permit training, specifically that the byelaws cover infringements in airside locations as well as around the terminals.

Health and Safety at Work Act

It is generally accepted that operation of aircraft (whether on the ground or in the air) falls under the purview of the CAA, while vehicles and equipment operations are within the Health and Safety Executive’s (HSE) scope. Explain that this means that even when driving airside, drivers have a duty of care to their own safety and welfare and the safety and welfare of others affected by their acts or omissions. Equally, the aerodrome operator also shares the burden of health and safety of their employers, this includes the provision and maintenance of safe equipment, the creation and management of safe systems of work, training etc.

The Health and Safety at Work Act does not stop being relevant at the airfield perimeter.

Gatwick Airport Ltd

Finally, explain that Gatwick Airport Ltd. is obliged to communicate safety information and instructions to everybody who works on the airfield, including aprons, manoeuvring areas and the runways. Examples of this type of communication include:

• Gatwick Airport Directives (GADs)

• Gatwick Airport Notices (GANs)



End of MS2

EnforcementFinally, discuss enforcement of the regulations in and around the airfield and wider airport environment.

Explain that a number of enforcement agencies control behaviour in the airside environment – in particular Airfield Operations and the police.

Ask the candidates what they should do if they are stopped by an enforcement official. They should:

• Give their name• Provide their employer’s details• Produce ID and their ADP.

Breaching the byelaws could result in a monetary fine and removal of ID and ADP.

Remind the candidates of the consequences of breaching the ANO.

The Health and Safety at Work Act is enforced by HSE officials, the airport authority, and your own company – it is important to remind the candidates that they are just as responsible for ensuring that health and safety is maintained in the workplace as their managers. The cost of breaching the Health and Safety at Work Act depends on the nature of the incident and the level of negligence.



To introduce the candidates to the core principles of human behaviour, Situational Awareness, Crew Resource Management, Just Culture.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• HSE leaflet: Knowing What is Going on Around You• EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority,

Organisations and Operations Requirements for Aerodromes• European Action Plan for the Prevention of Runway Incursions (EAPRI)• Runway Incursions Protected Area map• PC and compatible projector with screen.


• Discuss the role of human behaviour in safety and risk on the airfield• Discuss the importance of Situational Awareness when driving on the manoeuvring

area• Discuss the importance of questioning and challenging the behaviour of others if their

behaviour could endanger themselves or others• Discuss the role of Just Culture in promoting and protecting safe operating standards

at the airfield.

MS3 - Individual Responsibilities

Suggested Durations







IntroductionBegin this session by discussing the dynamic and varied nature of the Gatwick airfield. Ask the candidates to describe their own specific working situations, what sort of activities typically occur in and around their work areas. What are the hazards and what are the potential risks associated with those hazards?

Discuss the fact that in most cases, when something goes wrong there is an element of human behaviour at the heart of the issue. This is why ICAO places a great deal of importance on ‘human factors’ training, which explores the relationship between human behaviour, performance and safety.

Ask the members of the group to suggest some examples where human behaviour might affect the safety of others and lead a quick discussion on the examples offered. Examples might include:

• Taking a shortcut across an aircraft stand• Talking on a handheld phone while driving• Speeding• Failing to carry out a brake check before approaching an aircraft• Disregarding a hold light

Individual awareness of one’s own responsibilities and the responsibilities of others, combined with an awareness of what is going on around us at all times (and the strength to challenge others when things are not as they should be) lie at the heart of safety in the workplace. Nowhere is this more relevant than on the airfield. During this session, you will explore the principles of Situational Awareness, Crew Resource Management, and Just Culture as part of the larger subject of individual responsibilities.

Personal ResponsibilityRecap on the key points from the discussion about the regulatory framework. Remind the candidates that during their apron training they will have learnt how the Airside Driving Permit is a critical part of the overall airfield safety management system, which is itself implemented to help the site comply with CAA requirements and, in turn, EASA regulations.

Discuss with the group the impact that their actions or omissions might have on others around the airside environment – for example, remind the candidates of their responsibility for disposing of/reporting foreign object debris (FOD), or their responsibility to abide by aerodrome speed limits, etc. It is important to emphasise the different groups that might be affected: air crew, ground staff, passengers, other vehicle drivers, etc. Ensure that your discussion includes the range of hazards that an airside driver could possibly encounter and the fact that this is a fast changing, dynamic environment that operates on very clear timetables. It is a high pressure environment.



As apron permit holders, the drivers in the room have had some exposure to the risks associated with airside driving, so what are their experiences, and how do they expect to see things evolve once they have a permit to drive in the manoeuvring area?

Personal Competence

Discuss competence with the group. Remind the candidates that in order to apply for an apron permit they had to provide proof of eligibility to drive – by way of producing their driving licence. For an ‘M’ permit, too, it is important that holders are able to prove their competence at the controls of the vehicle they will be driving in the manoeuvring area. This is why at the beginning of the course they will have been required to produce their driving licence (in the case of vehicles that fall within the scope of the DVLA) or equivalent qualification (in the case of equipment that falls outside the scope of the DVLA). However, it is important to explain to the candidates that before they are issued with a permit at the end of this course, they will be required to prove their competence by taking an assessment that includes a theory test, pre-use test and a practical driving test that incorporates radio telephony. Only then will they be deemed ready to undertake on-the-job driver training in the manoeuvring area. This highlights the serious nature of the environment in which they will be operating.

Medical Fitness

Remind the members of the group that they underwent a medical to ensure they were fit to hold an Apron ADP. Explain that the medical is not a one-off event and that they will be examined at regular intervals to ensure that they are medically fit to continue driving airside. Discuss potential situations that could arise through ill health and stress the importance of reporting health issues immediately. Staff must feel able to report issues relating to their health without fearing the repercussions; explain that this forms an important part of Gatwick’s ‘Just Culture’, this is an idea that will be discussed in more detail later in this session. Explain that a permit holder’s employer can request a medical assessment if they deem it necessary.

It is important to discuss the fact that the airfield can undergo significant change in a short space of time. If drivers are absent from the airfield for a period it is important that they catch up on developments and changes and generally reacquaint themselves with the site. In most cases, long-term absent ADP holders will be required to undertake Refresher training before being issued with a renewed ADP.



Professional Responsibilities

Outline the various professional responsibilities that are central to safe driving in the manoeuvring area – these responsibilities will form the bulk of the candidates’ training – include in your overview:

• Requesting an airfield status check before entering the manoeuvring area

• Obeying signs and road markings

• Paying attention to and responding to radio communications

• Complying with instructions

• Notifying ground/air traffic control of incidents

• Notifying managers of any issues relating to their DVLA licence

• Wearing correct PPE.

Remind the candidates that under no circumstances are they permitted to drive vehicles airside under the influence of non-prescription drugs or alcohol. Medically prescribed drugs and conditions must be reported. Recap on the enforcement discussion.

Vehicle Responsibilities

As in any other professional vehicle driving/operating role, vehicle safety and condition is critical. Vehicles used airside must be maintained at MOT standard. Explain that it is essential that all vehicles are properly inspected prior to driving in the manoeuvring area (this includes towed equipment). The vehicle must also have a valid vehicle permit for use airside.

Ask the members of the group to list the critical areas of the vehicle that should be included in the inspection process. The list should include:

• Lights, including obstruction lights• Windscreen wipers• Wheels and tyres• Radio equipment and availability of current airfield maps• Body work and livery• Fuel.

It is important to note that different vehicles will have different inspection requirements and drivers should always refer to equipment manuals and any training specific to the equipment in use.

Discuss the ‘Sterile Cockpit’ rule. Has anybody in the group heard of this before? Is anybody able to explain this to the rest of the group?



Explain that the Sterile Cockpit rule is named after an airliner accident in which poor cockpit discipline was found to be a contributing factor. The rule has been adopted on the airfield for drivers of vehicles in the Manoeuvring area and on the runaway. In simple terms: drivers should ensure that there is nothing in the vehicle that will distract them from safely carrying out their duties. This check should form part of the pre-use inspection.

Additionally, the rule also requires that conversation in the vehicle is kept to a minimum to ensure good Situational Awareness and radio monitoring (both of which will be discussed later in the course). Ensure that the candidates are aware of the requirement for passengers in the vehicle to remain seated and secured and that they should not distract the driver.

There should be no loose items in the vehicle – for example, bags, cargo, retrieved FOD, electronic devices, etc.

Mobile phones should be switched off and should be out of sight so that they are not a distraction.

Explain that vehicle pre-use inspection will be covered in detail during the practical second day of the course.

Crew Resource ManagementIntroduce the principle of Crew Resource Management. Explain that CRM is a policy that aims at fostering a culture where authority can be respectfully questioned if an individual feels there is a discrepancy between what should be happening and what is happening – this is often the first indicator that an error is occurring. The idea of CRM grew out of an incident at Tenerife airport in 1977: two Boeing 747s collided, killing 583 people, when the captain of one aircraft seemingly disregarded cockpit procedures and made the decision to take off without clearance.

You’ll find a short video about the Tenerife incident in the slide deck supplied with the USB multimedia content at the back of this guide.

A newspaper article that explores the many reasons behind the incident in Tenerife can be found in the additional content supplied with this document. The article explores many themes, including situational awareness, radio telephony protocols and questioning the decisions of others. Although it may be too long for an in-depth case study during training, you may find it a very useful piece for background research into many of the themes that will be discussed throughout this course.

Discuss the concept of CRM in the context of the Gatwick environment and emphasise the importance of staff members feeling empowered to speak up if and when necessary. Consider including in your discussion any recent/relevant incidents or near misses at the airport where CRM played an important role.



Situational AwarenessAsk the candidates to discuss the term “Situational Awareness”. What do they take it to mean?

As this course progresses, the candidates will be introduced to the layout and topography of the airfield and the signs, surface markings and lighting systems that provide critical safety information. Explain that this is all related to situational awareness because it will all contribute to their understanding of where they are and what should be going on around them.

The HSE defines situational awareness in the following way:

Situational awareness is being aware of what is happening around you in terms of where you are, where you are supposed to be, and whether anyone or anything around you is a threat to your health and safety.

Our knowledge, experience and education enables us to understand what is going on around us and helps us to determine if it is safe. This means that everyone’s situational awareness is individual and potentially different. We use our situational awareness to make decisions and instruct others.

Our situational awareness is only as accurate as our own perception or reading of the situation, so what we think is happening may not accurately reflect reality. How we read a situation can be influenced by many things such as the type of information we have been given, our own experience and distractions in the workplace. [HSE, ‘Knowing What is Going on Around You’].

Discuss the short case study on page 1 of the HSE leaflet Knowing What is Going on Around You (you’ll find a copy in the additional content supplied with this course). Ask the candidates to consider this incident in the context of Gatwick airport.

Discuss the fact that Situational Awareness plays a critical role in the prevention of runway incursions, an issue that will be discussed in detail later in course. For manoeuvring area permit holders and runway permit holders, awareness of surroundings and position are of major importance, as is an awareness of so-called ‘incursion hotspots’. This is why it is important that ADP M and R holders have not just an excellent working knowledge of the airfield map, but also the topography, landmarks, lighting and signage that they will come across on the airfield.

In many respects, Situational Awareness also includes principles such as Crew Resource Management and Sterile Cockpit. But we also have to consider how the environment in which we work can change, and how that changed situation can affect our ability to safely do our job. For manoeuvring area drivers, it is important to be aware of the differences between night and day, busy and quiet, good visibility and low visibility. Explain that even seasoned veterans have been known to get flustered or disoriented on the airfield at night or in snow. Explain that as part of practical training, the candidates will undergo training at night. Also, during their on-the-job training, once they have a provisional permit, they will be required to complete routes in different conditions.



Direct the candidates to the ‘Situational Awareness: Night and Day’ exercise in their workbooks. There are 4 photos, each taken during the day from different locations around the airfield. Display the aerial view of the airfield found in this section’s slide deck. A critical piece of information has been removed from each photo, give the candidates 5 minutes to determine where each location is and then ask a spokesperson to click on the on-screen map where they believe each location is. If they choose the correct location, a night-time photo of the location will be displayed.

Explain that this quick exercise was designed to illustrate the difference between night and day. Later in the course you will discuss low visibility and airfield weather safeguarding protocols. Situational awareness and a familiarity with the airfield is critical in such circumstances. As the course progresses into practical training, and as the candidates embark on their on-the-job training, familiarisation with these locations at different times will grow.

Discuss with the group the fact that sometimes it may be possible to get lost or disoriented on the airfield – in extreme weather conditions, for example. Outline current guidance on what drivers should do in the event that they do become lost on the airfield.

Just CultureFinally, discuss the idea of Just Culture with the group. Explain that Just Culture is a principle devised by EASA in an attempt to promote the recording and protection of incident data, with the aim of helping to prevent future accidents. It is now a key part of aviation regulation, most notably in Regulation (EU) No 376/2014 which outlines standards for the collection, storage, protection and dissemination of safety information.

What this means for ground and airport staff is that there is a legal requirement to report mistakes and incidents in order to preserve everybody’s safety (Regulation 376/2014 sets out the requirement for Europe-wide mandatory reporting of unsafe occurrences). But crucially, Just Culture is also about creating an environment where operatives can feel safe to report occurrences and issues that they feel may affect the safety of the operation, without fear of recrimination.

Discuss reporting procedures at Gatwick Airport.

Summary and ConclusionSummarise the key points from this discussion and answer any questions before proceeding to the next session.

End of MS3



To introduce the key differences between the Apron permit and the Manoeuvring area permit.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• CAP 790: Requirement for an Airside Driving Permit Scheme• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.

By the end of this session, candidates will be able to:

• Discuss the differences between their current apron permit and the manoeuvring permit

• Identify on a map of the airfield areas where they will be able to drive with a manoeuvring permit

• Discuss revalidation

MS4 - The Airside Driving Permit (Manoeuvring)

Suggested Durations







The ‘M’ PermitUsing a current airfield map, discuss with the group their current ADP access – where are they allowed to drive? Remind the candidates that the ‘A’ permit allows the holder access to aprons, stands and airside roads.

Introduce the ‘M’ permit and show the candidates the parts of the airfield that are included in the ‘manoeuvring’ area. Explain that the ‘M’ zone includes taxiways but does not include the runway – the runway requires an ‘M+R’ permit, sometimes just referred to as an ‘R’ permit (the runway permit is not included in this particular course).

With the aid of an example ADP card or your own card, show the candidates that the different levels of card are colour coded:

Green: Apron

Orange: Manoeuvring

Red: Runway

This makes it easy to identify at a glance whether a driver is allowed in a particular zone.



Using a current airfield map, show the candidates the areas that are covered by the manoeuvring area ADP. If any candidates are attending the course to obtain a ‘restricted’ permit, explain that their permit will provide limited access to the manoeuvring area – using the map, show the areas that restricted manoeuvring area permit holders can currently access.

It is important to explain to the candidates that acquiring an ADP is not proof of training or competence on the particular equipment that they will be operating. Full training and assessment on any equipment they will be using in the manoeuvring environment is essential.

Explain that, just like their ‘A’ permit, an ‘M’ permit is subject to revalidation. This means that periodically, drivers will be required to attend to retraining in order to maintain competence and driving standards. In the case of the Gatwick ‘M’ permit, the interval is 3 years, although it is important to stress that this Refresher training can also be brought forward for a variety of reasons, including post incident training and after a long absence away from the role. Performance records are kept for each permit holder and all permit holders will be invited to attend Refresher training and assessment at set intervals as part of their ongoing permit maintenance.

Stress that the permit is also subject to revocation for non-compliance with aerodrome rules, such as speed limits and improper driving behaviour.

Radio TelephonyA big difference between apron driving and manoeuvring area driving is the addition of a radio in the vehicle cab. Drivers in the manoeuvring area must be competent in the use of the radio and standardised radio communication technique and language. Explain that later in this course this will be covered in depth and that an important part of their practical and on-the-job training will be radio communications.

End of MS4



To refresh the candidates’ existing knowledge of the airfield and introduce them to new and additional information that is critical to their role as a manoeuvring permit holder.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Discuss the layout and features of the manoeuvring area• Identify the taxiways found around the manoeuvring area• Identify and discuss navigational aids situated around the aerodrome and critical areas

relating to those systems.

MS5 - Aerodrome Features and Characteristics

Suggested Durations







IntroductionDuring this session you will introduce the candidates to the topography and layout of the Gatwick aerodrome, specifically you will guide them through familiarisation with the taxiways and routes that make up the manoeuvring area. Manoeuvring permit holders must be able to identify not just structures but also routes around the aerodrome; eventually navigation must become second nature. It is also important that ‘M’ permit holders are able to identify critical navigational systems used to help guide aircraft so you will also spend some time introducing these systems, identifying their locations and discussing safety rules that must be adhered to around this equipment (this will have additional relevance later in the course when you come to discuss airfield weather safeguarding, or AWS).

Later in the course you will take the candidates on a tour of the airfield. The features and characteristics discussed during this session will form an important part of the tour as the candidates are familiarised with the topography of the airfield.

Aerodrome Physical CharacteristicsDirect the candidates to the ‘Label the Aerodrome’ exercise in their workbooks. Ask them to fill in the labels on each photograph. It is important to stress that the candidates might not necessarily know all of the answers, and that is fine because many of these items will be discussed as the course evolves; the purpose of the exercise is to gauge what the candidates know already and then deliver the remainder of the session accordingly – the candidates may like to refer back to their sheets as the course progresses and add information as it becomes available.

Using a high quality satellite image of the aerodrome or a map, discuss the following physical characteristics.

Movement Area

Explain this is a part of the aerodrome that is used for the surface movement of aircraft, it encompasses:

• The manoeuvring area

• Aprons

• Sections of the aerodrome provided for the maintenance of aircraft.



The Manoeuvring Area

Recap on the earlier discussion regarding the manoeuvring area. Explain that the manoeuvring area is the part of the aerodrome provided for aircraft taking off and landing, as well as the movement of aircraft on the surface. The manoeuvring area does not include the apron or areas provided for the maintenance of aircraft. Using a current airfield map, show the candidates examples of

• Grass areas – grass areas should not be driven on unless absolutely necessary

• Taxiways – discuss the different types of taxiway found at Gatwick Airport

• Runways – runways are clearly defined rectangular areas that are specifically prepared for the landing and take-off runs of aircraft along their length. Stress the importance of not straying onto the runway; briefly explain the signage, surface markings and light configurations that safeguard access to the runway (this will be covered in more detail later in the case). It is important that drivers maintain their situational awareness in order to guard against accidentally encroaching on the runway.

Identify the boundaries of the manoeuvring area for the candidates: the perimeter fence and the double white lines of the apron area.

Ensure that all candidates are clear on the difference between the ‘movement area’ and the ‘manoeuvring area’ before proceeding.

Direct the candidates to the 'Label the Taxiways' exercise in their workbooks. Ask the candidates to refer to an airfield map and label each of the marked taxiway locations – they can work individually or in a group. After a short period (5 minutes), display the image on the screen. Using the mouse, point to each location and ask the candidates to name the location (click on each box to reveal the answer).

Stress the importance of familiarisation with the location of the taxiways around the aerodrome; this will be particularly important when it comes to navigating the airfield both when free-ranging and when under instruction from Ground/Air traffic control.

Discuss taxiway width. Taxiway widths vary depending on the size of aircraft expected to use them. The main undercarriage width or wheel track determines the width of the taxiway.

There are a number of rules that govern taxiway widths and distances. You can find these in CS-ADR-DSN.

Taxiway surface markings and lighting will be discussed later in the course.



Navigational AidsExplain that there are a number of installations around the airfield that are used to assist approaching aircraft in low visibility.

Using a combination of the airfield map and photographs, identify and discuss the components of the Instrument Landing System (ILS). Ensure that all candidates can identify each component and where they would find it because this will aid navigation around the airfield.

Take care to adapt this session to the candidate mix. For example, discuss landmarks from the point of view of the peri-track for restricted permit holders.

Explain that these instruments are extremely sensitive and are vulnerable to interference, For this reason, all operatives should stay away from them, particularly in low visibility when they are most needed by aircraft.

Discuss controls and restrictions that exist to protect these installation – this will become more relevant to the members of the group during the later discussion on Airfield Weather Safeguarding and low visibility procedures.

Even if the main runway is closed or only being used for departures, you MUST NOT enter the critical areas of any of this equipment without first obtaining permission.Incursions into a critical area may not only distort the ILS signal, thereby providing inaccurate readings to approaching aircraft, they could also shut the system down.

AircraftFinally discuss aircraft. It is important to point out that all ADP ‘M’ and ‘R’ candidates must have a good knowledge and appreciation of aircraft recognition. This is important because often instructions that are received over the radio from ATC reference aircraft types, explain that such instructions are referred to as ‘conditional’. Conditional responses will be covered in detail during the radio telephony session later in the course. For now, it is important that the candidates understand that they should grow or continue to grow their aircraft recognition skills and their knowledge of the different liveries featured around the airfield.

Summary and ConclusionSummarise the key points from this session and answer any outstanding questions.

End of MS5



To introduce the candidates to the different road markings and signage they will encounter around the airfield.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• CAP 637 Visual Aids Handbook• Site maps should be made available• PC and compatible projector with screen.


• Identify and interpret taxiway guidance signage• Identify and interpret mandatory signage• Recognise a range of ground markings and take appropriate action.

MS6 - Surface Markings and Signage

Suggested Durations







Before running this session, please ensure that you have delivered ‘Aerodrome Features and Infrastructure’.

IntroductionBy now the candidates will be beginning to appreciate that differences and increased risk associated with driving in the manoeuvring area compared to the apron and airfield roads. During this session, you will build on their working knowledge of the aerodrome layout and their appreciation of situational awareness as you introduce and explain the signage and road markings that they will see around the manoeuvring area.

As apron permit holders, the candidates will already be aware of the sheer range of signs and ground markings displayed throughout the airfield environment. Use this quick exercise to introduce the subject and to gauge what they already know. Direct the candidates to the 'Identify the Surface Markings' exercise in their workbooks. Allow the candidates 5-10 minutes to fill in the answers in their books (individually or as a group) and then discuss the answers before continuing to a broader discussion on signs and ground markings found in the manoeuvring area.



TaxiwaysExplain that driving on taxiways will form a large part of the candidates’ operational experience once they achieve their provisional ‘M’ permit and then, eventually, their full ‘M’ permit. It is therefore important that they have a good understanding of the relevant signs and markings.

Taxiway Guidance Signs

Explain that signs are provided beside taxiways so that both pilots and drivers know where they are and how to get to specific locations – this is particularly important in low visibility conditions. Taxiway guidance signs are therefore brightly coloured, illuminated and provided in abundance around the airfield. These signs are divided into two types or categories:



Location: These signs display the current taxiway’s designation letter in yellow on a black background. A diagonal strike-through indicates the end of the current taxiway.

Direction/Destination:These signs provide information on destinations that lie ahead or to the left and right, they are situated on the approach to junctions and often feature a directional arrow. These signs are yellow with black text.



Taxiway Markings

Explain that the taxiway centreline is a continuous yellow line that provides guidance along the path of the taxiway. Aircraft should be positioned centrally on the line to ensure wing-tip clearance. When travelling along taxiways, drivers should position their vehicle centrally over the centreline; however, driving slightly to the left of centre will improve observation. Depending on the road surface, the yellow line may be bordered on either side by black lines.

Discuss the taxiway edge marking. Explain that sometimes the edge of the taxiway is marked by two yellow lines that feature lines arrayed at a right angle to the double yellows. Discuss the fact that edge markings are not used at all locations around the Gatwick airfield. In some locations, the edge of the taxiway is grass or a yellow line. If photographs are available, show the group some examples of these types of taxiway edge.

Holding PointsDescribe and discuss runway holding points. It is important that the candidates understand that runway holding points represent the limit of approach to the runway. Different style markings are used in different visibility conditions:



Explain that there are two “patterns” used to indicate runway holding points.

• Pattern “A” consists of a pair of parallel continuous yellow lines and a pair of broken yellow lines. This marking indicates the closest holding point to the runway, at Gatwick this is typically a CATI holding point. The hold point is supplemented by a pair of flashing amber guard lights (known as wig-wags). This hold point is used during normal, good visibility conditions.

• Pattern “B” consists of a ladder style design in yellow. This marking is the farthest holding point from the runway and is therefore used during low viability conditions. At Gatwick, these markings typically indicate a CAT II/III hold point. As with Pattern “A”, this hold point is supplemented by amber flashing guard lights.

Explain that during Northern Runway safeguarding, the holding point at J2 can be switched around to become a holding point off the Northern Runway to facilitate aircraft waiting to taxi along the runway itself. This is discussed in more detail in ‘08L/26R Safeguarding’. The important thing for the candidates to understand at this point is that there are two opposing sets of holding point markings at this location in order to accommodate holding for 08R/26L or 08L/26R.

Active holding positions are accompanied by a line of red lights, or “stop bars”, which are active in hours of darkness and during low visibility conditions. From the candidates’ point of view, stop bars, just like holding point surface markings, are relevant because they signify the presence of the runway and the end of the manoeuvring area.

Discuss taxiway holding points. Explain that there are two types of taxiway holding point employed at Gatwick: regular holding points, which are only marked/controlled by red stop bars, and intermediate holding points. Discuss the purpose of intermediate holding points and explain that they are indicated by broken yellow line markings that cut across a taxiway just short of where the taxiway intersects another taxiway. The yellow lines are accompanied by red stop bars to aid recognition in low visibility conditions or at night. Often, Ground Control will request vehicles to hold short of a taxiway while an aircraft crosses on the intersecting taxiway, in which case the driver would halt at the taxiway holding position. Explain that the holding point is far enough back from the junction to provide clearance for an aircraft passing in front of a holding aircraft. Remind the candidates of the earlier discussion relating to rights of way: vehicle drivers must always give way to aircraft, even when they are being towed.

Stress that drivers should never cross lit stop bars, always wait for them to “drop” (go out).



Explain that black and white chequerboard markings are found at locations where vehicles can cross taxiways. Explain that vehicles on the taxiway must give way to the vehicle on the crossing.

Mandatory Signs

Mandatory signs are displayed at runway holding points, they carry the runway designation and the ILS category of the holding point – for example, 26L CAT II/III.

Mandatory signs are red with white text and typically located in alignment with the holding point ground markings, stop bars and amber guard lights. Again, as is the case with stop bars and amber guard lights, mandatory signs are hard to miss, particularly at night. If you are approaching them then you know you are approaching the runway.

Other mandatory signs include semi-controlled and controlled crossing warning signs – semi-controlled crossings are accompanied by flashing amber lights; controlled crossings feature red/green stop-go lights. Note that in low-visibility conditions, semi-controlled crossings revert to fully controlled crossings. Also note that taxiway crossing points are bordered by black and white chequerboard markings.

Direct the candidates to the 'Locate the Signboard' exercise in their workbooks. The aim of this exercise is to continue growing the candidates’ familiarity with the layout of the airfield and taxiway guidance signs. The worksheet contains an aerial view of the airfield with a number of locations labelled A-F and a series of photos showing different signboards. Ask the candidates to the match the signboards to the letter labels. After 5-10 minutes, discuss the answers – you’ll find a slide with the workshop on it in the slide deck that accompanies this session, Click on each photo to reveal which letter it matches with..



Full guidance on aerodrome surface markings and signage can be found in CAP 637. You’ll find a copy of CAP 637 in the additional content supplied with this document.

Summarise the key points from this session and answer any questions before proceeding to the next session.

End of MS6



To introduce the candidates to the lighting configurations they will encounter around the manoeuvring area.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• CAP 637 Visual Aids Handbook• PC and compatible projector with screen.


• Identify and discuss different lighting configurations found in the manoeuvring area• Discuss correct driving procedures in relation to lighting configurations.

MS7 - Taxiway Lighting

Suggested Durations







Before running this session, please ensure that you have delivered ‘Aerodrome Features and Infrastructure’ and ‘Surface Markings and Signage’.

IntroductionHaving acquainted the candidates with the aerodrome layout and surface markings and signage, the next element to consider is the lighting configurations that can be found around the manoeuvring area. During this session you will primarily focus on taxiway lighting, although there will be some cross over with runway lighting where it encroaches on the general taxiway discussion (a more-in-depth discussion of runway lighting systems can be found in the Runway permit course).

Discuss the role of lighting in the manoeuvring area. Ask the candidates what purpose it serves – in particular, ask them to consider night time operations and low visibility conditions.

Explain that, like the signage found around the manoeuvring area and the aerodrome as a whole, lights of a particular colour perform a particular role. Discuss the following lighting configurations.

Centreline Lights Centrelines are lit green when used on a taxiway. However, the green lights are combined in specific sequence with amber lights to signify an approach to a runway holding point or exits off an instrument runway.

Stop BarsRed signifies danger, so stop bars which protect runways and intersecting taxiways (recap on taxiway hold positions) are red. Explain that in the context of taxiways, stop bar lights are normally installed in association with green lead-on lights. The two sets of lights are interlinked in such a way that when the stop bar is lit, the lead-on lights are off, and vice-versa. Never cross a lit stop bar. Explain that the configuration of taxiway lighting is such that only one route will be available at a time, this means that all other stop bars at an intersection are illuminated while the active route is traversed.

Full guidance on aerodrome lighting can be found in CAP 637. You’ll find a copy of CAP 637 in additional content supplied with this guide.

Blue Lights Explain that blue ground lights are used to signify areas where there is no green centreline and areas where there is grass close to the centreline. Using a current airfield map, show the candidates where they will find examples of blue lighting.



Runway LightsAlthough the content of this course is concerned primarily with the manoeuvring area and non-runway operations, it is important, from a situational awareness point of view, that drivers are able to recognise their position with regard to the runway in order to prevent incursions – particularly in low visibility or at night. Explain to the candidates that runway lighting is discussed in more detail in the ADP ‘R’ permit course before touching briefly on the following light configurations.

Stop Bar and Lead-on LightsConfirm the candidates’ understanding of the points discussed so far by asking: in darkness, what surface lighting would indicate that you are approaching a runway holding point and not a taxiway holding point? On approach to a CAT I runway holding point, a driver will see green and amber lights

leading up to the red stop bar and nothing beyond. When the stop bar “drops”, the alternate amber and green lights will continue on to the runway. It is important to point out that amber and green lights are not used in the lead up to a CAT III runway holding point.



Summary and ConclusionSummarise the key points from this session and answer any questions before continuing to the next session.

End of MS7



To build on the candidates’ existing knowledge of adverse weather conditions and procedures on the airfield and introduce them to the protocols relating to manoeuvring area driving.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• CAP 790: Requirement for an Airside Driving Permit Scheme• Current SOI• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Identify when ‘airfield weather safeguarding’ (AWS) is in effect• Discuss restrictions that are in place during this condition• Discuss correct operating standards that must be complied with during AWS.

MS8 - Airfield Weather Safeguarding (AWS)

Suggested Durations







Before running this session, please ensure that you have delivered ‘Aerodrome Features and Infrastructure’.

What is AWS?If any candidates present have attended the Gatwick Foundation course, draw on their knowledge to aid your discussion of the points in this session.

Recap on the importance of situational awareness regarding weather conditions and introduce the subject of Airfield Weather Safeguarding (AWS). The candidates may have heard the terms AWS and “Low Visibility Safeguarding” (LVS) or “Low Visibility Procedures” (LVP). It is important that they are aware of the terminology usage and the overall impact that these conditions will have on the airfield and their own operations.

Explain that AWS comes into effect during specific weather conditions that affect visibility and general movements around the airfield. It is important to stress that there are a number of ways that drivers can identify that the airfield is in AWS and specific safety rules must be followed in this situation. Throughout this session you will discuss these rules in more detail.

Ask the group what sort of weather conditions might result in AWS coming into effect. For example, do they believe that this is simply a matter of visibility or is wind a factor? Does rain affect the airfield status, or snow?



When is AWS Implemented and How do you Know?Remind the candidates that all manoeuvring area drivers are responsible for conducting an airfield state check over the radio before driving onto the manoeuvring area.

Explain that particularly during periods of low visibility it is necessary to restrict airfield activities so that aircraft movements can continue safely on the manoeuvring area. There are a number of reasons for this, two of the most important being:

• These types of conditions can severely restrict a pilot’s vision

• Various navigational aids around the airfield are even more essential in these conditions, so there is a requirement to protect them – recap on the earlier discussion about ILS.

Explain that Air traffic control (ATC) will announce the implementation of Low Visibility Procedures, at which point ground operations will implement Low Visibility Safeguarding (also known as Airfield Weather Safeguarding). This is to ensure that all parties have sufficient warning to put all necessary arrangements in place. Certain runway and taxiway protocols also come into effect, for example holding points move back to CAT II/III positions.

How is the Message Broadcast?

Explain that at the 1000 metre threshold, ATC will transmit a general broadcast on the GMC frequency and on the Tower frequency to announce that safeguarding is in force.

Gatwick Airfield Limited (GAL) Airfield Operations will pass the notification via email and telephone to all relevant parties (recap on GANs).

Warning signs will be illuminated around the airfield to notify all operatives that safeguarding is in effect.



What does Weather Safeguarding Mean to You as a Driver?Driving Restrictions

Explain that when weather safeguarding is in force, certain areas of the airfield are out of bounds/no longer accessible. Significantly, this includes the manoeuvring area – for most vehicles, a point that you will discuss shortly – so vehicle movements can only be conducted along apron roads.

Remind the candidates that during the period between ATC’s notification of intent and the actual implementation of Low Visibility Procedures, Ground Operations have a window of opportunity to put into effect certain closures and restrictions which prevent vehicle access to critical areas that impact on aircraft movements and instrument guidance systems.

Using a current map of the airfield, ask the candidates to locate specific access points within ILS critical areas which are closed during weather safeguarding – include in your exercise, taxiway Yankee, and the peri-track.

Remind the candidates that due to the sensitive nature of the ILS localiser only certain runway holding points can be used during AWS – referring to a current airfield map, show the candidates which holding points can be used during AWS.

Also referring to the map, locate and identify holding points which are out of use during AWS.

Discuss transponders. Vehicles that are equipped with transponders are authorised to access some sections of the manoeuvring area during weather safeguarding in certain conditions after seeking clearance. This is because they can be identified by the ground radar system. It is important to stress that even vehicles fitted with transponders are restricted in their movements and can even be denied access, depending on the situation. Permitted vehicles include Airfield Ops, Fire Service and AGLS vehicles.



Stress that vehicles that are permitted on the manoeuvring area during weather safeguarding do so under positive ATC control – explain that this means the driver must contact ATC and follow a designated route via way points provided by the controller.

Driving Rules

Discuss the driving rules that must be followed during weather safeguarding, and safe driving techniques for example:

• Use of dipped headlights

• Give priority to snow clearing equipment

• Separation distances

• Speed appropriate to site limits and weather conditions.

Summarise the key points discussed during this session and answer any questions that the group may have before moving on to the next session.

End of MS8



To familiarise candidates with the layout and features of 08L/26R, and manoeuvring area protocols that come into effect when the runway is in use.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• Current SOI• PC and compatible projector with screen.


• Discuss procedures and restrictions that will be in effect when 08L/26R is active• Discuss notifications that will be put into effect• Identify measures that will be taken in specific locations to limit vehicular and aircraft

access.

MS9 - 08L/26R Safeguarding

Suggested Durations







IntroductionBefore delivering this session, ensure that you have presented the ‘Aerodrome Features and Characteristics’ sessions.

Introduce the subject of the 08L/26R.

If the candidates present have attended the Gatwick Foundation Course, draw on their existing knowledge to aid your discussion.

Using an airfield map and referring back to the ADP zones diagram, explain that under normal operating circumstances, 08L/26R is an active part of the manoeuvring area and all ‘M’ permit holders (with the exception of restricted ‘M’ permit holders) can operate in this area.

However, in specific circumstances this area becomes an active runway; this in turn has implications for vehicle and aircraft activities on the airfield. During this session you will discuss with the group:

• Why 08L/26R is used

• How notification is passed

• Safeguarding procedures, including barriers and restrictions, and stand allocations

• Actions that drivers should take in the event of an incursion.

What is 08L/26R and Why is it Used?Explain that 08L/26R is a ‘non-instrument’ runway. Recap on the earlier discussion regarding ILS and explain that as a non-instrument runway, 08L/26R does not feature this type of equipment and is

therefore only used in specific circumstances.

It is important to point out that during this session you will give a brief overview of the key points that will affect the candidates in their day-to-day work. This is a complex issue and more relevant training may be required as part of their on-the-job training period.

SafeguardingCertain safeguarding procedures are brought into effect during 08L/26R operations in order to restrict vehicle and aircraft access to specific areas.

From an ‘M’ permit holders point of view, one of the most important things to realise about 08L/26R operations is the fact that taxiway Juliet is unavailable to vehicles, except those under escort and emergency vehicles.



Safeguarding the Runway SurfacesWith the aid of an aerial photograph of the airfield, explain that when it is operational, 08L/26R's safeguarded area encroaches not only on the manoeuvring area but also on 08R/26L.

Barriers and RestrictionsExplain that an important part of safeguarding the runways is the deployment of barriers to restrict access.

Airfield Operations are responsible for executing safeguarding of 08L/26R. This is achieved by placing barriers at the intersections between 08L/26R and 08R/26L and at other strategic locations.

Vehicle RestrictionsExplain that under 08L/26R operating conditions, the air traffic controller (ATC) is responsible for 08L/26R and taxiway Juliet.

Vehicles are not allowed to free-range in the ATC’s area of responsibility. Access to this area must be requested from the tower on VHF. Free-ranging is only permitted for certain authorised vehicles and these vehicles are only allowed to free-range north of taxiway Juliet.

Any other vehicles that require access to the manoeuvring area must contact Ground Movement Control.

Remind the candidates of the general principles of Situational Awareness and Crew Resource Management within the context of 08L/26R operations.



Reiterate the earlier point that this is a complex subject and that this session has been a brief introduction so that potential permit holders are able to identify the key areas that are off limits and how those controls are put into effect. It is important that during their period of on-the-job training they become familiar with these restrictions and protocols in the context of the job itself.

Summary and ConclusionTake some time summarising the key points and answer any questions that the candidates might have.

End of MS9



To introduce the candidates to safeguarding procedures that will be put into effect to protect works around the manoeuvring area.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• Current SOI• Example GAN• PC and compatible projector with screen.

By the end of this session, candidates will be able to identify works areas and discuss procedures that are put in place to protect them.

MS10 - Works in Progress Safeguarding

Suggested Durations







IntroductionExplain to the group that from time-to-time maintenance work is required around the aerodrome, and sometimes that work will be required to be carried out in the manoeuvring area. During this session you will briefly discuss safeguarding measures that are put in place both to protect work sites and to protect airport staff and passengers who might come within the vicinity of the work.

If the candidates present have attended the Gatwick Foundation Course, draw on their existing knowledge to aid your discussion.

Works in ProgressRemind the candidates that general safety of the airside environment is guided by a number of European and international guidance documents, including ICAO guidance documents such as

Annex 19. EASA’s CS ADR AMC and action plans such as the European Action Plan for the Prevention of

Runway Incursions.

Explain that at Gatwick, specialist airfield block maps are used to accurately plan where works will take place and their potential impact on stands and taxiways.

Discuss how works in progress might affect driving operations. Your discussion should include the following points:

• The risks associated with work sites from a driver’s point of view• Situational Awareness and Crew Resource Management from the point of view of works in

progress• How drivers can stay up-to-date with scheduled works (GANs)• How work sites are segregated and marked (barriers, signage and lighting)• How drivers should drive when in the vicinity of works locations

Works contractors will not necessarily be 100% familiar with airside operations, act with caution and awareness.

Stress that drivers should never drive through a closed work site.

End of MS10



To introduce the candidates to standard aircraft push-back procedures.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Example standard push back GAD• Relevant current SOI• Whiteboard/flipchart• Relevant site maps should be made available• PC and compatible projector with screen.


• Discuss standard and non-standard push-back procedures• Identify tug transit routes.

MS11 - Push Back Tug Operations

Suggested Durations







Aircraft Push Back ProceduresDiscuss aircraft push back procedures with the group, specifically the difference between standard and non-standard push back procedures.

Explain that during a standard push-back procedure the tug driver will position the aircraft in compliance with the instructions in the current Gatwick Airfield Directive.

Recap on the discussion about Gatwick Airfield Directives (GADs) earlier in the course. Push-back tug operators are required to carry a copy of the GAD that details stand push-back procedures in the cab at all times.

Remind the candidates of the importance of checking the airfield state and establishing which runway is in use before entering the manoeuvring area.

If Ground instructs that a non-standard push-back is required (i.e., disregard the standard procedure on the GAD) then directions will be given.

Tug Transit RoutesExplain that tugs can’t free-range in the manoeuvring area but they do have access to tug transit routes that provide safe and efficient access between specific points.

Referring to a current airfield map, identify and discuss the tug transit routes available at Gatwick.

Tug transit routes must not be used during AWS or Northern Runway operations – in these circumstances, tug drivers must use the perimeter roads.

Depending on the make-up of your group, you may find that the emphasis of this session changes. It is important that if there are no tug drivers in the group, this session should be conducted in such a way that it raises awareness of tug movements. Emphasise the importance of paying attention to the radio to improve situational awareness and knowledge of activities that may be happening nearby; and also stress the importance of learning where tug transit routes are located so that awareness of tug activity locations improves.

Summary and ConclusionSummarise the key points from this session and answer any questions before continuing.

End of MS11



To introduce the candidates to non-standard operations that may take place on and around the manoeuvring area.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Relevant site maps should be made available• PC and compatible projector with screen.


• Discuss push and hold operations and implications for manoeuvring area drivers• Identify push and hold locations• Discuss remote de-icing• Identify remote de-icing locations• Identify the aiming point for helicopters.

MS12 - Non-standard Operations

Suggested Durations







Push and HoldExplain that during periods of limited Air Traffic slots it may be necessary to hold aircraft at a number of locations on the airfield in order to maintain the flow of aircraft and ensure stand availability for arriving aircraft.

Using a current airfield map, show the candidates the stand ranges that could potentially be used for Push and Hold operations. Reiterate the need for good Situational Awareness.

During push and hold operations, certain stands are effectively converted into manoeuvring area locations to allow aircraft to push back, turn and queue (under their own power, no tugs), ready for clearance to proceed to the taxiway. This reduces the number of aircraft queuing on taxiways.

Ask the group: why is this relevant to them? Discuss their response but make sure they understand that under normal circumstances, driving onto a stand equals vacating the manoeuvring area but when push and hold operations are in effect, the converted stands are no longer off the manoeuvring area. This illustrates the need for good situational awareness.

It is important that drivers remain alert to the possibility of push and hold operations, in particular during AWS and Northern Runway operations.

Explain that a notification is sent out via email to alert relevant parties to the fact that remote holding is in effect. Reiterate the importance of staying up to date with GANs and of checking the airfield state.

Using a current airfield map, show the candidates which stands are used for push and hold operations.

Remote De-icingDiscuss the fact that taxiway Sierra is designated a remote de-icing area. This means that aircraft can be brought to this location for de-icing treatment prior to departure. Explain that the de-icing areas are marked by blue and orange centrelines.

Referring to the current SOI discuss de-icing vehicle access to the manoeuvring area.

Situational awareness in this area is critical as there may be de-icing equipment operating here, particularly during the winter months.

Referring to a current airfield map, show the candidates the locations where remote de-icing occurs.

Summary and ConclusionSummarise the key points from this session and answer any questions before moving to the next session.

End of MS12



To make candidates aware of the actions they must take in the event that they encroach on the runway.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• European Action Plan for the Prevention of Runway Incursions• Relevant site maps should be made available (including Protected Area Map)• PC and compatible projector with screen.


• Explain what a runway incursion is• Discuss different categories of runway incursion• Discuss contributory factors• Identify runway incursion hotspots at Gatwick• Discuss safeguarding procedures put in place to prevent runway incursions.

MS13 - Runway Incursions

Suggested Durations







Before delivering this session, ensure that you have delivered the ‘Surface Markings and Signage’ and ‘Taxiway Lighting’ sessions.

IntroductionExplain that a runway incursion is defined as:

Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft. [ICAO Doc 4444 -PANS-ATM].

Types of Runway IncursionExplain to the group that there are a number of categories of runway incursion. Discuss the following incursion types with the group.

ACCIDENT Refer to ICAO Annex 19 definition of an accident.

A A serious incident in which a collision was narrowly avoided.

BAn incident in which separation decreases and there is significant potential for collision, which may result in a time critical corrective/evasive response to avoid a collision.

CAn incident characterized by ample time and/or distance to avoid a collision.

D

Incident that meets the definition of runway incursion such as incorrect presence of a single vehicle/person/aircraft on the protected area of a surface designated for the landing and take-off of aircraft but with no immediate safety consequences.

Ask the group to consider factors that might contribute to runway incursions. Write some ideas up on the whiteboard or flip/chart. Ideas might include:

• Weather• Aerodrome design• Conditional clearances• Phraseology• Workload – driver or ATC• Distractions• Works in progress.

Recap on earlier discussions about Situational Awareness and sterile cockpit. How many of the factors listed could be put down to poor situational awareness or distractions in the vehicle? Also ask the group to consider how Crew Resource Management might help prevent a runway incursion.



End of MS13

Runway Incursion HotspotsDefine what is meant by the term 'hotspot'. The ICAO definition of a hotspot is:

A location on an aerodrome movement area with a history of potential risk of collision or runway incursion, and where heightened attention by pilots/drivers is necessary.

Ask the candidates to describe the signage, surface markings and lights that they would see on approach to a runway entry point. Correct any knowledge gaps or incorrect information and ensure that everybody is able to identify a runway hold point.

Using a map of the airfield, Identify and discuss current runway incursion hotspots at Gatwick Airfield.

Discuss recent and historical incursions: What happened? What was the outcome? Could it have been prevented? What has been learned since?

Discuss the use of stop bars as a preventative measure against runway incursions 24 hours a day and in all weather conditions. This is a European Action Plan for the Prevention of Runway Incursions (EAPPRI)recommendation called a ‘ring of red’ and it is intended as protection for landing and departing aircraft. Explain Gatwick Airport’s current use of stop bars to illuminate hold points – Gatwick will soon be implementing 24hr stop bars, remind the candidates about the importance of monitoring GADs and GANs to stay on top of airfield developments.

Remind the candidates that vehicles must not cross lit runway stop bars unless they are specifically told to do so by ATC. Only once the stop bar has been “dropped” and the lead on/off lights have been illuminated should a vehicle proceed beyond the stop bar location.

Summarise the key points from this session and answer any questions before proceeding to the next session.



To familiarise candidates with the manoeuvring area and to place into context the topics taught so far during this course.

Manoeuvring Area and airfield

• Pens and notepaper, etc. for each candidate• Suitable vehicle for the number of candidates attending the course• PPE• Current airfield map


• Identify and discuss a variety of airfield surface markings• Identify and discuss the signage found on the airfield• Identify and discuss the different light configurations found around the airfield• Identify and discuss key landmarks and installations on the airfield• Identify and discuss a variety of operational areas found around the airfield• Identify and discuss runway incursion hotspot locations

MS14 - Manoeuvring Area Tour

Suggested Durations







IntroductionDuring this session you will lead a tour of the airfield in order to add context to the topics discussed so far, and to aid candidate familiarisation with the airfield and the manoeuvring area. The tour should be conducted in an appropriately sized vehicle with sufficient seating for all the candidates and the instructor. All candidates should remain inside the vehicle for the duration of the tour and all candidates should be equipped with a fastened high visibility jacket/vest. Prior to running this session, you should plan an approximate itinerary, taking into account the candidate mix and their specific needs (for example, restricted permit applicants and full permit applicants).

Drive the candidates on a tour of the manoeuvring area and airfield. Depending on candidate mix and current airfield state, you should aim to include the following points in your tour:

• Full/restricted areas as appropriate• Airfield features and landmarks such as the ILS installation• The peri-track• Signage, surface markings and lighting examples• Hold points• Runway incursion hotspots• Examples of work sites• Push and hold locations• Remote de-icing locations• Tug activity locations• Crossing points• Significant hangers• Weather and Northern Runway safeguarding protocols, as appropriate• Aircraft recognition exercises – are the candidates able to identify different aircraft

types?

It is important to adapt your route to incorporate landmarks and areas of the airfield that are relevant to all members of the group if you have a mixed class.

Remind the candidates of the need for disciplined behaviour inside the vehicle all times.

During the upcoming session, the candidates will begin to learn about radio telephony. The tour is a good opportunity to familiarise them with the traffic that they are likely to hear over the radio. Encourage them to listen out for messages and identify situations are they are developing and to listen to concise way in which communications are conducted.

End of MS14



To introduce the candidates to the role of Air/Ground Traffic control.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Discuss the role of Air/Ground traffic control on the airfield• Recall the operating frequencies for Air and Ground control.

MS15 - The Role of ATC

Suggested Durations







IntroductionBy now the candidates will be very much aware of the importance of radio communication in and around the airfield. You will come on to the specifics of radio telephony shortly, but first spend a bit of time acquainting the group with the voice on the radio who, after the drivers themselves, is the most important person in the vehicle on the manoeuvring area.

Radio CommunicationsExplain that there are three frequencies in use at the Gatwick aerodrome:

• Ground movement control – for aircraft taxing to and from the runway – tell the group the current frequency

• Tower – for aircraft taking off and landing on the runway – tell the group the current frequency

• Standby – reserve channel in case Ground or Tower are unavailable – tell the group the current frequency.

Explain that at night (approximately 10pm) Tower is responsible for all positions.

Discuss the fact that some vehicles use a UHF radio that is cross-coupled to these frequencies and will only hear the channel that is used to transmit Ground. This means that at 10pm when Tower takes over responsibility for Ground operations, these radios will pick up Tower’s transmissions. This will not be the case in all vehicles. It is important that all drivers are fully familiar with the radio configuration in their vehicle.

Air Traffic ControlExplain that air traffic control (ATC) is responsible for the active runway surfaces. This could mean communicating with aircraft or vehicles. ATC communicates with aircraft via radio on VHF and with vehicles on UHF. If vehicles are planning to access the runway then they are typically transferred to VHF in order to loop them in to the communication with aircraft for safety reasons.

Any vehicle planning to access or traverse the runway must notify ATC.

Ground Movement Control

Ground movement control is responsible for activity that takes place on the manoeuvring area. Discuss the frequencies used by Ground Movement Control. It is important that drivers understand that they must obtain approval from Ground before entering the manoeuvring area – the only exception to this is drivers who are approved for “free-ranging”.

All drivers must also check which runway is in use and the airfield state before entering the manoeuvring area. Ask the drivers why they think this is important.



RadarsExplain that both air traffic control and ground movement control utilise radar to establish vehicle and aircraft positions. Briefly describe the types of radar in use on the airfield.

• Primary radar – transmits high frequency signals that are reflected at targets. Echoes are received back and analysed. The radar has a 10 mile radius and is designed to pick up movement. The primary radar is quite a dated form of radar and is “dumb” because although it can pick up movement, it can’t tell you what the movement is. It can be disrupted by weather.

• Secondary surveillance – the secondary radar system is a little more sophisticated than its primary counterpart because it can not only detect an aircraft, it can also measure its range, bearing and altitude.

• Surface movement radar – used to monitor the movement of aircraft and vehicles on the taxiways and runways. The accurate data returned by this system enables the tower controller to identify and locate specific vehicles or aircraft on the airfield, and therefore facilitate smooth and controlled flow of traffic during low visibility and darkness. It is important to note that ground surface radar will only identify vehicles and aircraft fitted with transponders.

Discuss with the drivers the significance of ground radar only working with vehicles fitted with transponders. What are the potential limitations from their point of view?

Explain that due to the fact that ground radar interacts with transponders, only vehicles fitted with transponders:

• Can drive on the runway

• Can drive in the manoeuvring area during Airfield Weather Safeguarding (AWS), albeit in very specific areas (AWS is discussed in another session).

Summary and ConclusionSummarise the key points from this session and answer any questions before moving on to the next session.

End of MS15



To introduce the candidates to correct radio protocols and phraseology at Gatwick Airport.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• Candidate workbooks• Radio Telephony Class Exercise marking sheets• Large airfield map and model car/markers• CAP 413 Radio Telephony Manual• PC and compatible projector with screen.


• Discuss proper radio technique and phraseology• Demonstrate proper radio technique and phraseology• Navigate a theoretical route under positive routing.

MS16 - Radio Telephony

Suggested Durations


3:1 2 hrs N/A N/A N/A





IntroductionHaving learnt about the role of Air and Ground traffic control in the previous session, during this session the candidates will learn the protocols and rules relating to radio telephony and will begin to use the radio in practice scenarios in order to put radio communication into the context of safe navigation around the airfield.

Radio CommunicationsRemind the candidates of the four frequencies in use at the Gatwick aerodrome:

• Ground movement control – for aircraft taxiing to and from the runway

• Tower – for aircraft taking off and landing on the runway

• Standby – reserve channel in case Ground or Tower are unavailable.

Discuss the importance of the radio when driving in the manoeuvring area. Ask the group what actions they should take in the event that their radio fails while they are on the manoeuvring area. Emphasise that in the event of a radio failure drivers should vacate the manoeuvring area immediately and report the issue.

Remind the group:

• Radio condition and access should be checked as part of the cockpit inspection during the vehicle’s pre-use inspection

• Ensure that it switches on and that it is in good working order

• Set the volume to an optimal level – can it be heard over background noise (vehicle engine, aircraft noise, etc.)?

• Is it set to the correct frequency? Check that there is no interference

• If in doubt, ask for assistance, don’t just chance it

• All drivers should be fully familiar with the radio equipment fitted in their vehicle

• It is the responsibility of all airfield drivers to determine the runway in use and the airfield state before entering the manoeuvring area.



Transmitting TechniqueDiscuss transmitting technique – using a hand-held radio available, demonstrate the following points as you discuss them:

• Prepare what you want to say first

• Wait for any active conversations to finish – only one person should be active on the airwaves at any one time

• Hold the microphone away from your mouth, but not too far that it struggles to pick you up against the rest of the vehicle noise

• Press and hold the transmit button before speaking – don’t be a “clicker”!

• Speak clearly and concisely – use standard phraseology to deliver your message and then leave the airwaves.

• Release the transmit button.

Passing and Receiving MessagesPassing a Message

Explain and demonstrate how to pass a message over the radio.

1. Address the station you are contacting and then identify yourself by your call sign – discuss how drivers can find their call sign information in the vehicle

2. State your current position/location3. Request/state your intentions4. Remember to be concise.

Discuss these steps with the candidates. On face value it might seem really simple, but it’s important to appreciate that when you get in the vehicle and you are driving around, even simply remembering your call sign and where you are might seem like a real challenge in the moment that you press the transmit button, particularly when you take into account the fast pace of the airside environment.

Reassure the candidates that it is perfectly normal to find radio telephony (RT) a challenge at first and that this is one of the reasons why they will have plenty of opportunity to practice it during their practical training and during their on-the-job provisional driving period. In the meantime, here are some tips to help:

• Think about what you are going to say before transmitting so that you can pass your message fluently and concisely

• Sometimes you may need to wait until an aircraft or vehicle has passed you before requesting a clearance

• At busy times, if your journey is not necessary/urgent, postpone?



Receiving a Message

Often people are so caught up in the process of passing a message, they forget to pay attention when the response comes back. Discuss the following important points related to receiving messages.

• Answer the call with your call sign

• Listen to the message

• Read the message back to confirm, ending with your call sign

• If you are unsure of the response, request a read back or confirmation – what you are given clearance to do may not actually be what you requested

• Comply with the instruction. Remind the candidates of the earlier discussion regarding Crew Resource Management: there is nothing wrong with respectfully requesting clarification if for any reason an instruction is not clear or seems “wrong”.

Play the first video found in this session’s slide deck. This video shows a simple drive from one location to another under positive routing in daylight and at night (explain to the group that positive routing is where the driver is directed point-to-point from location to another). The purpose of the video is to demonstrate radio technique and to familiarise the candidates with the process of listening and reading back. After each radio instruction from Ground, the video will pause. During the pause, ask the candidates to read back the instruction received.

The video will also show the candidates the difference between daytime and night time driving.

As an additional part of this exercise, you might consider asking the group to plot the route on a map of the airfield.

Standby Instructions

Sometimes the instruction to “Standby” will be the response to an initial contact. This could be because the controller is busy or if the frequency is busy.

There is no requirement to acknowledge a “Standby” instruction; however, if the delay is lengthy you should re-establish contact.

Play the second RT video. This video illustrates the point about standing by. Once again, at the prompts, ask the group to read back the message.

There are some additional talking points on this video – for instance when the driver holds at the instructed location, the stop bars are clearly visible and can be seen “dropping” once clearance is given to continue. Use this video as an opportunity to recap on some of the discussion points from the day.



Conditional Clearances

Explain that sometimes the instruction that comes back from the controller may have a condition attached to it, usually this will be to give way to an aircraft. A conditional clearance does not become effective until the condition has been satisfied. For example, an instruction might be modified in the following way:

• “Ops 30, proceed taxiway Sierra” could become . . .

• “Ops 30, after the Easyjet A319, proceed taxiway Sierra.”

It is important to pay attention for conditional clearances and they must always be read back to

confirm understanding of the instruction: “Ops 30, after the Easyjet A319, proceed taxiway Sierra.”

Discuss the danger of misunderstanding a conditional clearance – for example, confusion could be caused if more than one of a particular aircraft type or livery are present, or if the subject aircraft is not where the controller initially thought. If the driver is unsure, they should seek confirmation.

Play the third and final video to build on the previous two exercises and to demonstrate a conditional clearance. Discuss any other observations that are relevant to the day’s training.

Recap on the importance of listening. Not only is it important to listen to a direct response to a request, but it’s also critical that drivers listen out for instructions being passed to them by the controller – updated instructions could come through at any moment, so drivers must always listen out for their call sign.

It is important that drivers do not fall into the trap of hearing what they expect to hear. Listen to responses carefully.

Also discuss the importance of listening to other conversations on the radio, they may provide valuable information on what is going on in your vicinity – for example, was there communication

between the TUI flight and the controller in the previous video prior to the conditional instruction?

PhraseologyCAP 413 Radio Telephony Manual provides clear guidance on radio phraseology and transmitting techniques. You’ll find a copy in your USB multimedia content.

Explain that in order to make communication clearer and to remove ambiguity, certain phraseology must be used when referring to letters and numbers over the radio.

Discuss the importance of using correct standardised phraseology – refer to any relevant case studies or incidents that help illustrate this point.



Letters

Using the letter list below, discuss phonetic radio pronunciation.

LETTER TRANSMITTED AS APPROPRIATE PRONUNCIATION

A Alpha AL FAH

B Bravo BRAH VOH

C Charlie CHAR LEE

D Delta DELL TAH

E Echo ECK OH

F Foxtrot FOKS TROT

G Golf GOLF

H Hotel HOH TELL

I India IN DEE AH

J Juliet EW LEE ETT

K Kilo KEY LOH

L Lima LEE MAH

M Mike MIKE

N November NO VEM BER

O Oscar OSS CAH

P Papa PAH PAH

Q Quebec KEH BECK

R Romeo ROW ME OH

S Sierra SEE AIR RAH

T Tango TANG GO

U Uniform YOU NEE FORM

V Victor VIK TAH

W Whiskey WISS KEY

X X-Ray ECKS RAY

Y Yankee YANG KEE

Z Zulu ZOO LOO



Numbers

Discuss how numbers should be pronounced. Explain that numbers should be spoken separately, for example: Stand 145 would be pronounced “Stand WUN FOWER FIFE”.

A slight pause between each word/number helps with clarity and understanding.

Standard Phrases

Finally, discuss standard phrases that should be used during RT. The list on the following page should be memorised by the group (you may wish to photocopy the list and hand copies out).

The phrases “OVER” and/or “OUT” must not be used in U/VHF communications.

Direct the candidates to the 'Correct Use of Radio Telephony' exercise in their workbooks. The aim of the exercise is to match each phrase with its description. You'll find the answers to this exercise in the slide deck supplied with this course.

Readability ScaleDiscuss the importance of checking the readability of the radio during the airfield status check. Ask the group which message they should transmit to check the readability?

The readability scale measure from 1-5:

1. Unreadable2. Readability now and then3. Readable but with difficulty4. Readable5. Perfectly readable.

Only radios with a readability score of 4-5 should be used on the manoeuvring area.

LETTER TRANSMITTED AS

0 ZERO

1 WUN

2 TOO

3 TREE

4 FOWER

5 FIFE

6 SIX


7 SEVEN

8 AIT

9 NINER

10 WUN ZERO

Decimal DAYSEEMAL

Hundred HUN DRED

Thousand TOUSAND




ABEAM Next to, adjacent, beside

ACKNOWLEDGE Confirm that you have received and understood the message

AFFIRM Yes

APPROVED Permission for proposed action granted

BREAK Indicates separation between messages

CANCEL Annul the previously transmitted clearance

CONFIRMHave I correctly received the following...? Or, did you correctly receive

this message?

CONTACT Establish radio contact with (your details have been passed)

CORRECT True or accurate

CORRECTIONAn error has been made in this transmission (or in the message

indicated). The correct message is . . .

DISREGARD Ignore the transmission

HOW DO YOU READ? What is the readability of my transmission?

I SAY AGAIN: I repeat for clarity or emphasis

MONITOR Listen out on (frequency)

NEGATIVE No/or permission not granted/that is not correct/not capable

PASS YOUR MESSAGE Proceed with your message

READ BACK: Read all, or the specified part, of this message back

REPORT Pass requested information

REQUEST I should like to know/I wish to obtain

ROGER Received your last transmission

SAY AGAIN: Repeat all or the following part of your last transmission

SPEAK SLOWER Reduce your rate of speech

STANDBY: Wait and I will call you

UNABLE I cannot comply with your request, instruction or clearance

VACATED I am clear of the runway, taxiway, etc. (never use the phrase “clear of”)

VERIFY Check and confirm

WILKO I understand your message and will comply

WORDS TWICE(When communication is difficult) Please send every word twice/every

word in this message will be sent twice

EXPEDITE To facilitate the progress of/to carry out process with speed



Some Points to RememberDiscuss the following important points with the group:

• ATC is not always right (if necessary, challenge respectfully and politely using the correct RT language) – ATC are people just like the rest of us and mistakes do happen

• The controller may be training

• Report incorrect read-backs or errors that are heard

• Maintain a good visual lookout.

What if?Discuss the following “what if?” scenarios with the group. It is important that manoeuvring area drivers, in particular those new to the environment, are aware of situations that may arise and how to deal with them.

• What if you lose radio contact with GMC or ATC?

• What if your vehicle breaks down on the manoeuvring area?

• What if you find yourself on a taxiway with an aircraft coming towards you?

• What if you become disorientated by the weather?

• What if you come across a fault in the surface of the taxiway or an obstruction that is likely to affect the safety of an aircraft?

• What if GMC or ATC broadcast the message that low visibility (AWS) procedures are now in force?

• What if you find yourself on the runway?

Explain to the candidates that the following exercise has been designed to a) continue their familiarisation with the radio communications with ATC; and b) to gauge their readiness for practical training on the manoeuvring area and eventual live communications with ATC.

The exercise will be conducted as face-to-face as a role play, with the instructor playing the part of ATC.

You will need a large airfield map and a model vehicle/marker appropriate to the map. Prepare a Radio Telephony Exercise marking sheet for each candidate (you’ll find a copy of this marking sheet in the content supplied with the course).

Each candidate will play the part of the driver. Their job will be to listen to the instructions issued by ATC and then respond using the correct phraseology. Additionally, they will move the car/marker around the airfield map as per the instructions.

During the exercise, the instructor must observe each candidate and mark their performance based on their ability to listen to ATC, read back correctly, and respond accurately to the instructions. The guidance found on the following page should be followed when marking each candidate’s performance.

Feed back to each candidate on their performance and offer remedial tuition where appropriate.



Candidates who refer this exercise should be advised that they will be required to meet the minimum standard before they can be considered for practical training and end assessment.

At the end of the exercise, each candidate’s marking sheet should be kept for later addition to their electronic training record.

FAULT DESCRIPTION PENALTIES

Fails to wait for RT transmissions to clear

before speaking

Candidate does not allow radio telephony conversation to complete before opening new

radio transmission.2

Fails to use correct phraseology

Candidate does not use agreed, standard RT phraseology when passing messages over RT.

5

Fails to read back instructions in correct order

Does not read back instructions in the order given by ATC.

2

Fails to read back complete/accurate message

Candidate does not read back ATC instructions accurately or completely.

5

Fails to respond to ATCCandidate does not respond to instructions

verbally from ATC.5

Fails to use microphone correctly

Candidate does not operate microphone in a manner consistent with the approach

demonstrated during training.2

Lack of vocal clarityCandidate mumbles, is incoherent during

transmission. Lacks confidence.2

Unable to provide accurate report of position

Candidate does not give accurate report of position on the manoeuvring area to the

examiner upon request.5

Fails to comply with ATC instruction

Candidate does not comply with ATC instruction. 5

Carries out incorrect manoeuvre

Candidate reads back correctly and responds, but the action is incorrect.

5

Summary and ConclusionFinally, summarise the key points that have been raised during this session and answer any questions.

End of MS16



To close the theory session, answer any final questions and prepare the candidates for the following day’s practical training.

MS17 - Theory Close

Suggested Durations







Theory CloseRecap on any important points from the day’s training and answer any final questions that the candidates might have.

Encourage the candidates to keep any worksheets or notes that they have made throughout the day and also encourage them to review the key texts and documents that have been referenced during the course so far – an important part of carrying an ADP permit is professionalism behaviour and knowledge.

Practical Training DayOutline the practical training day. Explain that the day’s training may start later so that it encompasses driving in hours of darkness. The practical training day will comprise the following:

• Pre-use inspection of the vehicle (including sterile cockpit)

• Requesting an airfield state and radio check

• Entering and exiting the manoeuvring area

• Driving on the manoeuvring area (defensive driving and situational awareness)

• Use of holding points

• Manoeuvring area routings

• ATC positive routings

• Test of manoeuvring area driving ability.

Remind the candidates of the requirement for high visibility clothing.

Confirm the start time for Day 2 and close.

End of MS17



MS18 - Practical Training Introduction

Suggested Durations





To outline the content and outline of the day’s training and assessment.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Whiteboard/flipchart• Relevant site maps should be made available• PC and compatible projector with screen



Practical training can only be conducted by operatives who possess an Airside Trainer’s Manoeuvring Area Permit. Due to the free-ranging nature of manoeuvring area driver training, the Airside Operations Manager and the Air Traffic Control Watch Manager must be notified by telephone of your intention to carry out training and assessment on the manoeuvring area prior to the beginning of training.

Practical training MUST NOT take place in the manoeuvring area without prior notification.

The vehicle used for practical manoeuvring area training must be currently permitted for airside manoeuvring area driving.

IntroductionWelcome the candidates to the training day.

Outline the content of the day’s training. Explain that throughout the day the candidates will gradually be introduced to driving on the manoeuvring area and communicating with Air/Ground Control. The training schedule is designed to build confidence and ability gradually and is intended to incorporate the things that the candidates learnt during the Theory day, placing them firmly within the context of real-world manoeuvring area driving. The following practical sessions will be covered during the day:

• Pre-use inspection of the vehicle (including sterile cockpit inspection)

• Requesting an airfield status and radio check

• Entering and exiting the manoeuvring area

• Driving on the manoeuvring area

• Defensive driving and situational awareness

• Use of holding points

• Manoeuvring area routings

• ATC positive routings (this session must be planned to avoid periods when RT loading is at its peak)

• Provisional practical test.

It is important to remind the candidates that the training day will take place in daylight and night conditions in order to acquaint them with a range of operating conditions.

Remind the candidates of the importance of situational awareness and crew resource management when driving in the manoeuvring area.

Explain to the candidates that at the end of the training day they will be required to undertake an assessment, which will include a theory test, a pre-use inspection and “sterile cockpit” check, and a practical driving test (including RT). If they are successful in this assessment they will receive a their manoeuvring area permit, which will enable them to progress to on-the-job training in the manoeuvring area, where they will be further familiarised with the operating environment and the specific vehicle they will drive there.



During on-the-job training, each candidate will be required to complete a number of set routes in varying conditions during their on-the-job training (across a suggested period of 6 weeks). Their progress will be recorded and, upon successful completion of on-the-job training, they will be invited to take a final practical driving test with their employer. Failure to complete on-the-job training within the specified time or referral in the final practical test will result in revocation of their ADP ‘M’ and a retest or retraining followed by retest, depending on the circumstances.

Guidance on next steps after initial training and assessment resits and appeals can be found in the Appendices supplied with this document.

Upon successful completion of their provisional period, the candidates will be invited to take the practical tests for their full manoeuvring area permit.

Explain that all driving will be undertaken in the company of the instructor. Under no circumstances are candidates to drive on the manoeuvring area without the instructor present in the vehicle.

Reiterate the requirement to wear properly fastened high visibility jackets/vests on airfield. Remind the candidates that today they will be operating in a live environment and that vigilance and situational awareness are critical.

Take a moment to answer questions before beginning.

End of MS18



To show the candidates how to carry out a vehicle inspection (including sterile cockpit checks) prior to use on the manoeuvring area, how to record the results of the pre-use inspection and steps that should be taken in the event that defects are found.

Practical training area

• Manufacturer’s handbook• Appropriate manoeuvring area vehicle• PPE• Pre-use inspection forms.

By the end of the session, candidates will be able to discuss and demonstrate the process for carrying out a pre-use inspection of a manoeuvring area vehicle (including sterile cockpit checks), recording the inspection and steps that should be taken in the event that defects are identified.

MS19 - Pre-use Inspection

Suggested Durations







The Importance of Routine InspectionsRecap on the discussion about professional responsibilities during yesterday’s theory training. Remind the candidates that every ‘M’ permit holder has a responsibility to ensure that any vehicle that they take on the manoeuvring area is in a safe and roadworthy condition. A pre-use inspection must therefore always be carried out and this should include both exterior condition and fittings, and the cockpit area.

Exterior Condition and Fittings Explain that the inspection is primarily a visual inspection combined with a check that all necessary systems operate prior to using the equipment for work activities. If the vehicle includes a trailer then couplings, connections and trailer condition must also be checked.

Stress that under no circumstances are the operators to attempt any repairs or to put themselves or others at any risk. Mechanical skills are not required to complete a satisfactory pre-use inspection.

System of Checking

Explain that prior to any checks being made it is imperative that the following is established:

• The parking brake is applied (either automatically or manually), neutral is selected and the equipment is switched off

• Correct personal protective equipment (PPE) is used wherever required

• The manufacturer’s equipment recommendations are followed.



Demonstrate how to make checks of the following components on the training vehicle (not all components will necessarily be relevant to all vehicles driven on a manoeuvring permit, so it is important that drivers are trained in the specifics of their own vehicles):

• Warning lights/beacons

• Washer bottle

• Oil level

• Fuel level (should be above half full)

• Lights

• Wipers

• Glazing and mirrors

• Wheels/tyres

• External condition

• Operating position (including seat belt if fitted)

• Instruments

• Starting procedure

• Audible warnings

• Parking brake

• Drive and braking

• Steering

• Current airfield map

• Radio condition, function and access (if the vehicle is fitted with UHF and VHF radios then both should be checked)

• FOD inside and outside of the vehicle

• Emergency switches

• Vehicle decals.



Fault Reporting

Explain that on completion of the inspection, a written record should be made to show that the check has been completed. Any defects discovered during the inspection should be recorded and reported to relevant personnel. The report should be dated and the defective equipment clearly identified and taken out of use until the defects have been resolved in conjunction with Gatwick Airport Limited (GAL) policies and procedures.

Sterile CockpitRemind the candidates of the importance of a “sterile cockpit”. Ask the candidates if they remember what this means – how does the sterile cockpit inspection differ from the standard vehicle inspection?

Recap on the previous day’s discussion if necessary. During the sterile cockpit inspection, the driver should be looking for anything that might cause a distraction or obstruct the controls during driving on the manoeuvring area, including:

• Loose items such as bags

• Retrieved FOD or cargo, which may fall over or hinder vision during turning

• Mobile phones and other electronic devices that may cause a distraction – phones should be set to silent (if necessary, ask all candidates to set phones to silent or switch them off now).

Demonstrate how to check for these issues and take corrective action as necessary.

Remind the candidates that the “sterile cockpit” philosophy is not just about items in the cockpit, it is also about passengers. This is an important point to make because for large parts of today’s training, all candidates will be passengers.

Passengers who are not directly engaged in the practical task being undertaken are required to remain seated, secure, silent, and must not cause a distraction for the driver in charge of the vehicle.

As the training day progresses, ensure that all candidates are given an opportunity to practise vehicle and cockpit inspections – you might consider making a deliberate point of asking a different candidate to practise after breaks or lunch.

End of MS19



To show the candidates how to check radio readability with the Controller and how to check the radio frequency and clarity, and how to request an airfield state check.


• Manufacturer’s handbook• Appropriate manoeuvring area vehicle• PPE.

By the end of the session, candidates will be able to discuss and demonstrate the process for checking radio readability and the airfield state.

MS20 - Radio Check and Airfield State

Suggested Durations







Radio ChecksConfirm that the candidates remember the radio frequencies used on the airfield:

• Ground movement control – for aircraft taxiing to and from the runway – ask the candidates to confirm the frequency

• Tower – for aircraft taking off and landing on the runway – ask the candidates to confirm the frequency

• Standby – reserve channel in case Ground or Tower are unavailable – ask the candidates to confirm the frequency.

Link back to the radio telephony session conducted during the theory training day. Ask the candidates why it is important that the Ground/Air controllers can understand their radio messages. Do the candidates remember the readability ratings? If necessary remind them:

1. Unreadable2. Readability now and then3. Readable but with difficulty4. Readable5. Perfectly readable.

Reiterate that for the manoeuvring area a readability rating of 4-5 is required and that the vehicle should not be taken on the manoeuvring area if the readability score is less than 4. Explain that before entering the manoeuvring area, all drivers must ensure that their transmissions are clear. Referring to the phraseology learnt during the previous day, ask the candidates to relay to you what message they would pass in order to check their readability. Tell the candidates the correct message and allow them all to practice and get used to the formal nature of radio communications.

Confirm that the candidates remember what actions they should take in the event that their radio fails while they are on the manoeuvring area.

Airfield StateDiscuss with the candidates the importance of checking the airfield state before entering the manoeuvring area. Ask them why this is important.

Remind the candidates that there are certain conditions on the airfield, for example, AWS, Northern Runway operations, push and hold operations, that restrict the manoeuvring area. It is important to know what is happening around the airfield prior to getting out there so that off-limits areas are not encroached upon. Confirm the candidates’ knowledge of airfield restrictions by asking them what restrictions would be in place during different airfield states. Provide corrective tuition where necessary.

Referring to the phraseology script, demonstrate how to request an airfield state check and allow each candidate to practise.

End of MS20



To demonstrate the correct procedure for entering the manoeuvring area and how to exit it.

Manoeuvring area

• Current airfield map• Appropriate manoeuvring area vehicle• PPE.

By the end of the session, candidates will be able to:

• Enter the manoeuvring area in an appropriate and safe manner• Exit the manoeuvring area at an appropriate location.

MS21 - Entering and Exiting the Manoeuvring Area

Suggested Durations







Entering and Exiting the Manoeuvring AreaDiscuss with the candidates the importance of joining the manoeuvring area in a safe location, such as via an inter-stand clearway.

If you are training a restricted permit candidate, discuss the appropriate joining location and the necessary safety procedures, including obtaining clearance from the Operations Desk.

Stress that drivers should avoid entering the manoeuvring area via taxiway crossings or stand centrelines if possible. Discuss why this is the case with the candidates, refer back to their apron training as necessary.

Remind the candidates of basic driving control and Situational Awareness when joining the manoeuvring area – observation, establishing the centreline, controlled steering, acceleration and braking inputs are essential. Remind them that this is a dynamic, ever-changing environment that must be treated with respect.

Discuss exiting the manoeuvring area. Ideally, the manoeuvring area should be exited at a safe location, for example, via an inter-stand clearway. Vehicle speed should be reduced to 5mph when entering the clearway. Stress the importance of Situational Awareness and of giving way to road users when rejoining airside roads. Explain that there is no requirement to inform Air/Ground that you have vacated the manoeuvring area if positive routing was not requested – positive routing will be covered later in the course.

If you are training a restricted permit candidate, discuss the appropriate exit location and the necessary safety procedures.

Using an airfield map, show the candidates where you will drive during this session, explain your choice of location based on current airfield activity, conditions, and the candidates’ role (i.e., whether they will posses a restricted permit or a full permit).

Ensure that all candidates are seated and secured in the vehicle. If you haven’t already done so, check your radio and request an airfield state before demonstrating how to join the manoeuvring area. Drive a short distance before vacating at an appropriate and safe location. Return to the starting location. Provide commentary on the manoeuvre. Once the vehicle has been brought to a controlled stop and properly secured, answer any questions.

Return the vehicle to its original starting point and allow the first candidate to practise the same route. Throughout the drive, provide guidance and corrective tuition. Once the candidate has brought the vehicle to its off-manoeuvring area stopping point, swap drivers and repeat until all candidates have practised.

Summary and ConclusionSummarise the key points from this session and answer any remaining questions.

End of MS21



To introduce the candidates to driving in the manoeuvring area, in particular the potential hazards, speed limits and driving protocols.

Manoeuvring area



• Discuss the hazards that exist in the manoeuvring area and safe driving standards • Drive a short distance in the manoeuvring area, demonstrating awareness for the

environment and safe driving technique and correct vehicle position.

MS22 - Driving in the Manoeuvring Area

Suggested Durations







Driving in the Manoeuvring AreaEnsure that you adapt this session so that it is relevant to your audience, the route followed during demonstration and practice should be relevant to the candidates’ expected ADP level (Full or Restricted).

Recap on the previous day’s discussions relating to manoeuvring area hazards and driving standards that can help mitigate the risks presented by those hazards.

State that the maximum driving speed allowed in the manoeuvring area is 40mph, but drivers must be vigilant for speed restriction signs as speeds limits will fluctuate between 5mph and 40mph, depending on location.

Discuss hazards that exist at various locations around the airfield – for example the blind spot near Stand 10 that makes it difficult to spot aircraft being pushed back, or aircraft being towed to Hanger 6.

Discuss the possible ramifications of poor driving in the airside environment.

Discuss with the group the steps to take in the event of an incident. It is important to point out that by taking a pro-active, professional approach to driving in the manoeuvring area, drivers should minimise the risk of incidents, but they do happen and it is important to know what to do:

• First, call Ground/Air to notify them of the incident and provide them with the location. Comply with any instructions given.

• Wait with the vehicle until Airfield Operations and/or the emergency services have arrived. Don’t leave the scene until you are cleared to do so, just in case they have information about the incident that is needed.

Also discuss actions that drivers should take in the event of a vehicle breakdown in the manoeuvring area (and, for that matter, on the runway). Explain that the first thing the driver should do is notify ATC and follow any instructions that are passed.

Broken down vehicles should be made as safe and secure as possible (hand brake, neutral, hazard warning lights). The driver should ensure that they are wearing their high visibility jacket/vest (fastened) and they should make their way to the nearest taxiway crossing and make their way off the manoeuvring area. Remind the candidates of the need for extreme vigilance and situational awareness.

If there are any passengers in the vehicle, they should be escorted off the manoeuvring area with the driver



Practical DriveUsing the airfield map, show the candidates the locations that the next exercise will visit and highlight the hazards that might exist in those locations. Ensure that the route is appropriate for the candidates’ current ability.

Discuss optimal vehicle position on the centreline. Stress the importance of observation and forward planning.

Also remind the candidates about the requirement to give way to vehicles and aircraft at crossings – ask the candidates to describe the surface markings and signage that will be found at a taxiway crossing.

Enter the manoeuvring area and follow the route described to the candidates. Commentate on the drive, highlighting developing hazards and the steps you take to minimise risk and safely negotiate the hazard. Remind the candidates of the importance of maintaining a “listening watch” on the radio as this will aid Situational Awareness.

Return the vehicle to its original starting point and allow the first candidate to practise the demonstrated route. Throughout the drive, provide guidance and corrective tuition, ensuring that the candidate remains vigilant and aware of developing hazards. Specifically, you should observe the following areas closely:

• Situational awareness and response to developing situations• Observations• General driving safety• Awareness of speed• Separation distances• Use of vehicle controls• Compliance with mandatory signs and light instructions• Knowledge of surface markings• Knowledge of taxiway routes• Compliance with manoeuvring area protocols

Once each candidate has brought the vehicle to its off-manoeuvring area stopping point, swap drivers and repeat until all candidates have practised.

Summary and ConclusionSummarise the main points from this session, provide any further feedback, and answer any outstanding questions.

End of MS22



To build upon and improve the candidates’ situational awareness and ability to drive defensively in the manoeuvring area.

Manoeuvring area



• Drive safely in the manoeuvring area and provide a commentary of what is happening around them and what actions they are taking in response to developing situations.

MS23 - Situational Awareness and Defensive Driving

Suggested Durations







Situational AwarenessLink back to previous discussions relating to Situational Awareness and revisit the subject within the context of what the candidates have experienced so far during their driving practice. Ask them to consider:

• How has their prior knowledge of the airside environment aided their anticipation and expectations?

• What new information have they gained from the theory training and the practice drives today?

It is important to explain that Situational Awareness is something that improves with experience: every trip out will teach a driver something new; every GAD or GAN that is circulated brings added knowledge. These points highlight the importance of the on-the-job training that will follow this course, as well as the value of keeping up to date with events and changes around the airfield.

Explain that during this session each candidate will deliver a commentary drive. Commentary drives are a great way to focus the mind on the job at hand and the environment around us; they are also a useful tool for the instructor to determine what the candidate is seeing and how they are responding – and perhaps, more crucially, what they are not seeing.

It is important to remind the candidates that they should be looking out for aircraft movements as well as vehicle movements.

Some candidates may find the prospect of delivering a commentary drive strange; it may seem odd and uncomfortable. Reassure them and make the point that this is a very good technique for strengthening focus and keeping your eye on the ball.

As before, take the time to show the candidates the intended route(s) on the airfield map – remember to keep the route relevant to the candidates’ intended ADP usage.

Conduct your own commentary drive. Ensure that your commentary encompasses all vehicle movements and aircraft movements that may affect your vehicle and actions you take in response to developing situations. Your commentary should also include proposed actions that you may take in the event that another vehicle or aircraft makes a mistake.

Allow each candidate to practise driving commentary – you may wish to give each candidate a different route to ensure that each individual is forced to deal with new situations, rather than remembering the detail of the previous driver’s run. Make notes on observations as the drive progresses and discuss the key points once the candidate has brought the vehicle to a halt and secured it in an appropriate stopping place.

Summary and ConclusionSummarise the key points from this session and offer feedback to each candidate. Answer any questions that the candidates might have before continuing to the next session.

End of MS23



To provide the candidates with practical experience in using and negotiating taxiway holding points.

Manoeuvring area



• Identify road markings and signage that indicate a taxiway holding point• Identify and discuss the lighting configurations used at taxiway holding points• Safely negotiate a taxiway holding point• Identify and name the taxiways they are driving on.

MS24 - Use of Taxiway Holding Points

Suggested Durations







Holding PointsRevisit the subject of holding points from the theory session. Ask the candidates to explain what a taxiway holding point is and what it does. Confirm that they are able to describe, the road markings, signage and lighting arrangements used at taxiway holding points, and what drivers should do at these locations. Correct any misconceptions before selecting a candidate to drive.

Ask each candidate to drive a route that you specify and direct them to a variety of holding points. As the candidates drive, instruct them on the correct use of holding points. During the drive, continue to remind the candidates about:

• Road position• Situational awareness• Speed control.

Ask the candidates who are not driving to identify and name the taxiways, reiterate that it is important that they are able to identify their location visually by landmarks, signage, etc.; remind them that as evening falls the environment will begin to take on a different appearance.

Summary and ConclusionSummarise the key points from this session and provide feedback to the candidates.

End of MS24



To provide the candidates with practice in following manoeuvring area routings.

Manoeuvring area



• Safely and correctly follow a given route between stands using taxiways.• Demonstrate good situational awareness.• Identify and select the correct taxiways for a given route.

MS25 - Manoeuvring Area Routing Exercises

Suggested Durations







Manoeuvring Area Routing ExercisesUsing the candidates’ growing knowledge of Gatwick’s taxiways and holding points, and building on previous practical sessions, provide each candidate with a series of routing instructions from one aircraft stand to another using the taxiways. As each candidate’s confidence grows, lengthen the routes to include more holding points and taxiways.

Where possible, and only when it is safe to do so, incorporate actual aircraft movements into the routing practice in order to give each candidate a more “real-world” experience of operating around aircraft – each candidate’s relative experience and confidence must be taken into consideration when selecting routings.

Remember: candidates will be operating on the manoeuvring area under your free-ranging capability. Extreme caution must be exercised in order to not obstruct aircraft movements during this training simulation.

End of MS25



To introduce the candidates to driving under instruction (positive routing) from ATC.

Manoeuvring area

• Current airfield map• Appropriate manoeuvring area vehicle• Pen and paper• PPE.


• Pass routing requests to Ground/Air traffic control• Read-back instructions• Comply with routing instructions• Monitor the radio for further instructions and respond/react accordingly• Safely and correctly follow a series of routing instructions• Demonstrate good situational awareness• Identify and select the correct taxiways for a given route.

MS26a - ATC Positive Routings

Suggested Durations







ATC Positive RoutingsIf your course consists of a mix of ‘Full’ and ‘Restricted’ candidates, conduct this session to the ratio of each type of candidate and then complete the session duration by presenting the alternative session (A/B) for the remainder of the session. Note that candidates who are not directly involved in the session should remain present and observe the driver’s turn behind the wheel quietly and professionally. Peer feedback can be offered at the end of the driving practice.

If your candidate is training for a Restricted manoeuvring area permit, please run session 26b, 'Further Driving Practice'.

It is recommended that candidates attending this session achieve a ‘pass’ standard in the radio telephony exercise conducted during session 16 before attempting the live exercises.

Explain to the candidates the purpose of positive routings and when they may be used.

Remind the candidates about the importance of using correct phraseology when communicating by radio with the Tower. If necessary, recap on key protocols and phrases that will be required during the coming session.

Discuss the importance of correctly reading back instructions to confirm that they have been received and to confirm that they were understood correctly. Remind the candidates that sometimes mistakes are made and they may be given incorrect instructions – confirm that the candidates know what to do in this situation.

Recap on the RT theory session and remind the candidates that routings may change based on events on the airfield, so drivers must always keep an ear on radio traffic to 1) hear any messages directed at them, and 2) to hear any transmissions that might affect their own route.

Explain that the purpose of this session is to introduce the candidates to receiving routing instructions from the Tower, reading those instructions back, and finally complying with the instructions.

Instructor to Candidate Practice

Before involving actual RT with the Tower, run through some practice positive routing scenarios with the candidates. The candidate should contact the Tower (you) and request positive routing from one stand to another. Encourage each candidate to construct correct and proper messages and ensure that they read back the instructions that you provide, they should then comply with the routing instructions, ensuring that they:

• Position the vehicle correctly on the centreline• Maintain situational awareness• Respond appropriately to developing situations• Remain alert for additional instructions that you might pass to their call sign• Report that they have “vacated” the taxiway when they reach the stand.



It is important that during each candidate’s practice run, the other candidates in the vehicle remain silent and respectful of the need to concentrate.

ATC to Candidate

When you feel that the candidates are confident in the use of RT, and you are satisfied that they are competent at navigating the taxiways you should bring ATC into the session. Note that in the event that ATC are unavailable to assist with this exercise, the instructor will simulate the role of ATC.

You must notify ATC before the candidates begin requesting positive routes.

Explain to the candidates that they will now request real positive routing from the Tower. Provide a start and end location and then instruct the candidate to request the route. Remind them of the basics of RT:

• Monitor transmissions and wait for a break to avoid cutting in• Phraseology• Be concise• Listen to the response• Read-back• Follow the instruction• Monitor transmissions• Listen for further direct instructions.

Provide support and guidance to the candidates as they follow the process. Remember that initially, some candidates may find it difficult to maintain driving standards and monitor/use the radio at the same time as this is something that comes with practice.


End of MS26a



MS26b - Further Driving Practice (Restricted Permits)

Suggested Durations





To provide Restricted M permit candidates with an opportunity to practice their manoeuvring area driving.

Manoeuvring area

• Current airfield map• Appropriate manoeuvring area vehicle• Pen and paper• PPE.


• Demonstrate a radio and airfield state check• Demonstrate safe driving in the manoeuvring area• Demonstrate good knowledge of and compliance with all airside signage and lighting• Demonstrate good situational awareness• Demonstrate effective knowledge of airside geography.



If your course consists of a mix of ‘Full’ and ‘Restricted’ candidates, conduct this session to the ratio of each type of candidate and then complete the session duration by presenting the alternative session (A/B) for the remainder of the session. Note that candidates who are not directly involved in the session should remain present and observe the driver’s turn behind the wheel quietly and professionally. Peer feedback can be offered at the end of the driving practice.

IntroductionExplain to the candidates that this session is an opportunity for them to ask questions to clarify any remaining questions and to practise their driving technique in the manoeuvring area.

PracticeProvide each candidate with a route to drive, relevant to their restricted M permit status. Discuss the route with the candidate with the aid of the airfield map. Finally ask the candidate to follow all necessary procedures before driving the proposed route.

Observe each candidate’s process and driving standards closely. Provide corrective tuition where necessary. Candidates who are not driving should accompany the instructor and driving candidate so that they too can observe and provide feedback at the end of the drive – note that during the drive, all passengers should observe silence and a professional attitude.


End of MS26b



MS27 - Practical Close

Suggested Durations





To close the practical training day and inform candidates of next steps.

Classroom

• Course Feedback forms• Training Records• NORS forms.



Next StepsThe teaching part of the course is now complete.

Reiterate the importance of continued training and safe driving standards. Hand out feedback forms and collect completed forms from each candidate before continuing.

Explain to the candidates that they will now undertake an assessment, during which they will be required to:

• Complete a theory test

• Complete a pre-use inspection of the vehicle, including a “sterile cockpit” check

• Complete a practical driving test – explain that the practical test will vary, depending on candidates’ role and permit level (for example, tug drivers will undergo two positive route drives, while those with free-ranging privilege will undertake one positive route drive and one free-range drive).

Explain that candidates who are successful in this assessment will receive a manoeuvring area permit. They will then undertake on-the-job permit training. During this period, they will drive on the manoeuvring area in the company of a full permit holder.

Explain that on-job-training must be completed within recommended period of 6 weeks. In that time they will be observed working in their role as an ‘M’ permit holder and they will be required to complete a specific number of routes in different conditions; a log will be kept during this period. At the end of their on-the-job training, the drivers will be invited to take a practical driving assessment with their employer.

Candidates must be informed that when they report for their final manoeuvring area permit assessment they will be required to produce a copy of their experience log. Failure to complete on-the-job training within the specified period will result in a revocation of their permit. More information on on-the-job training and next steps can be found in the appendices that accompany this document.

Post TestAnswer any final questions that the candidates may have. Ensure that you complete a record of training for each candidate.

Discuss assessment results with individual candidates. Provide guidance on areas of weakness; in particular, give advice on improvement.

Discuss the certification process with successful candidates and complete NORS registration forms.

End of MS27




Classroom

• Personal details for each candidate• Training record form for each candidate• Pens and spare notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Copy of your course timetable• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Safely drive a vehicle on the manoeuvring• Discuss and demonstrate knowledge of taxiway layout, holding points and safeguarding

procedures within the Gatwick airside environment• Demonstrate airfield recognised standards of radio telephony• Conduct an effective pre-use inspection of a vehicle, including appropriate defect

reporting procedures• Conduct an effective airfield status check prior to entering the manoeuvring area.

MRS1 - Course Introduction

Suggested Durations


3:1 N/A N/A 20 mins N/A














State and discuss the course objective with the candidates and the format of the course. Explain that this training is required in order to maintain their competence as an ‘M’ permit holder and that it will accomplish a number of goals:

• Provide updates on any developments or changes around the aerodrome

• Provide information on regulatory updates that might be applicable to permit holders

• Assessment of driving ability and radio usage and remedial tuition as necessary.

Successful completion of this course and the end assessment will see the continuation of their ‘M’ permit. As with initial ‘M’ training, the assessment consists of 3 parts:

• Associated knowledge theory

• Pre-use inspection (including “sterile cockpit” check)

• Practical driving test (including RT).

Explain that if they refer in the assessment, their ‘M’ permit will be suspended until they have received remedial training and successfully retaken the assessment.

End of MRS1



To refresh candidates’ prior theory knowledge and to update them on regulatory and aerodrome developments since their last training.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• CAP 790: Requirement for an Airside Driving Permit Scheme• EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority,



• Discuss legislation and regulations relevant to airside driving• Discuss any regulatory updates or aerodrome changes that have occurred since their

last training.

MRS2 - What’s New?

Suggested Durations







Begin by discussing the purpose of Refresher training with the candidates. It is important to point out that Refresher training is a useful tool for updating drivers on things that may have changed since their previous training both from the point of view of the regulations and in terms of the aerodrome. Things change rapidly and it’s quite easy to miss any important updates when you’re caught up in day-to-day operations. Refresher training provides an opportunity to step away from the everyday tasks and catch up.

Remind the candidates about Gatwick Airport Directives (GADs) and Gatwick Airport Notifications (GANs). Explain that their employers have a duty to distribute this information to them, but drivers themselves have a duty to read the information stay up-to-date. Ask the candidates to provide examples of GADs and GANs from within the last 12 months and discuss how each impacted their role.

Explain that under EASA regulations there is a requirement to undergo regular periodic training in order to maintain competence.

Discuss with the candidates the fact that Refresher training is not only utilised as a 3-yearly update, it can also be used as a more frequent exercise in order to address issues relating to individual driving behaviour/incidents, and even to help reincorporate drivers who have been absent from the airfield for a period.

Regulatory FrameworkRecap on the regulatory issues and themes that encompass driving vehicles in and around the airfield, including:

• International Civil Aviation Organisation (ICAO)

• European Aviation Safety Agency (EASA) – specifically EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority, Organisations and Operations Requirements for

Aerodromes and the European Action Plan for the Prevention of Runway Incursions

• Civil Aviation Authority (CAA) – including CAPs

• HSE

• Byelaws (including any updates/changes).

You will find a full discussion on the regulatory framework in ‘The Regulatory Framework’ (lesson ‘MS2’ in the Manoeuvring Area session library).




Remind the candidates that a number of enforcement agencies control behaviour in the airside environment – in particular Airfield Operations and the police.




Remind the candidates that breaching the ANO could result in an unlimited fine and up to 5 years in prison.


Airfield Layout and Procedural UpdatesReferring to a current airfield map, discuss any changes to the layout of the airfield since the candidates’ previous training. Ensure that all candidates are aware of new and updated SOIs that relate to their operational duties.

Summary and ConclusionSummarise the key discussion points and answer any questions.

End of MRS2



To refresh the candidates’ knowledge on the risks associated with manoeuvring area driving and the conduct expected of permit holders, and to update them on any infrastructural and procedural changes around the manoeuvring area.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• HSE leaflet: Knowing What is Going on Around You• PC and compatible projector with screen.


• Discuss required driving conduct within the manoeuvring area• Discuss the importance of situational awareness when driving on the manoeuvring

area• Discuss the role of Crew Resource Management in the Gatwick Airside environment• Discuss any infrastructural or procedural changes that have occurred in the

manoeuvring area since their last permit training.

MRS3 - Individual Responsibilities

Suggested Durations







IntroductionSince their last training, the candidates will have amassed some significant experience in the manoeuvring area; however, during the course of our daily lives it is often easy to miss changes to procedures and standards that we know by rote and environments that we see every day. The purpose of this session is to remind the candidates of their responsibilities and to update them on developments that they may have missed.

Begin this session by discussing the dynamic and varied nature of the Gatwick airfield. Ask the candidates to describe their own specific working situations, what sort of activities typically occur in and around their work areas. What are the hazards and what are the potential risks associated with those hazards?

Discuss the fact that in most cases, when something goes wrong there is an element of human behaviour at the heart of the issue. This is why ICAO places a great deal of importance on ‘human factors’ training, which explores the relationship between human behaviour, performance and safety. And this is also why operator/driver retraining (or recurrent training) is such an important part of the airfield’s safety management system.



Individual awareness of one’s own responsibilities and the responsibilities of others, combined with an awareness of what is going on around us at all times (and the strength to challenge others when things are not as they should be) lie at the heart of safety in the workplace. Nowhere is this more relevant than on the airfield. During this session, you will recap on the principles of Situational Awareness, Crew Resource Management, and Just Culture. These are all principles that the candidates should be familiar with, given their experience on the airfield, but it’s easy to forget about them or put them into practice during the intensity of a working day.



Personal ResponsibilityRecap on the key points from the discussion about the regulatory framework. Remind the candidates that during their initial manoeuvring area driving training they will have learnt how the Airside Driving Permit is a critical part of the overall airfield safety management system, which is itself implemented to help the site comply with EASA regulations.


Ask the candidates to relate and discuss some of their experiences on the airfield during the period since their last training.

Personal Competence

Discuss competence with the group. Remind the candidates that in order to apply for their permits they had to provide proof of eligibility to drive – by way of producing their driving licence. It is important that all permit holders are able to prove ongoing competence to drive in the areas in which they are permitted to drive. During this course, their competence and ability to not only drive but also to communicate via the radio will be observed and assessed during this course.

Medical Fitness

Remind the members of the group that they underwent a medical to ensure they were fit to hold their initial permits. Explain that the medical is not a one-off event and that they will be examined at regular intervals to ensure that they are medically fit to continue driving airside. Discuss potential situations that could arise through ill health and stress the importance of reporting health issues immediately. It is important to remind the drivers that they should not wait for their periodic medical examination to come around again if they feel that something is not quite right, or if they are diagnosed with a health issue in the meantime. Any changes to personal health must be reported. The ability to report health concerns without the fear of repercussions forms an important part of Gatwick’s ‘Just Culture’. Explain that a permit holder’s employer can request a medical assessment if they deem it necessary.


It is important to discuss the fact that the airfield can undergo significant change in a short space of time. If drivers are absent from the airfield for a period it is important that they catch up on developments and changes and generally reacquaint themselves with the site. In most cases, long-term absent ADP holders will be required to undertake Refresher training and assessment before being issued with a renewed ADP.



Discuss the ‘Sterile Cockpit’ rule with the candidates. Ask a candidate to explain the general principles of Sterile Cockpit to the rest of the group.

If necessary, explain that the Sterile Cockpit rule is named after an airliner accident in which poor cockpit discipline was found to be a contributing factor. The rule has been adopted on the airfield for drivers of vehicles in the Manoeuvring area and on the runaway. In simple terms: drivers should ensure that there is nothing in the vehicle that will distract them from safely carrying out their duties. This check should form part of the pre-use inspection.







General Road Conduct and SafetyDiscuss the importance of safe and responsible driving in the manoeuvring area. Emphasise that this is a dynamic operating area with lots of activity taking place every second of every minute. Remind the candidates of their professional responsibilities, including:

• Requesting an airfield status check and confirming radio readability before entering the manoeuvring area





• Continual awareness of what is happening around them to minimise risk to themselves and others.

Speed Limits

Quiz the candidates on speed limits around the airfield. Discuss any changes to speed limits that may have come into force since their last round of training.

Driving Offences

Discuss the possible ramifications of poor driving in the airside environment.



Incident ReportingDiscuss with the group the steps to take in the event of an incident. It is important to point out that by taking a pro-active, professional approach to driving in the manoeuvring area, drivers should minimise the risk of incidents, but they do happen and it is important to know what to do.

First, call Ground/Air to notify them of the incident and provide them with the location. Comply with any instructions given.

Wait with the vehicle until Airfield Operations and/or the emergency services have arrived. Don’t leave the scene until you are cleared to do so, just in case they have information about the incident that is needed.

Also discuss actions that drivers should take in the event of a vehicle breakdown in the manoeuvring area (and, for that matter, on the runway). Explain that the first thing the driver should do is notify ATC and follow any instructions that are passed.

Broken down vehicles should be made as safe and secure as possible (hand brake, neutral, hazard warning lights). The driver should ensure that they are wearing their high visibility jacket/vest (fastened) and they should make their way to the nearest taxiway crossing and make their way off the manoeuvring area. Remind the candidates of the need for extreme vigilance and situational awareness.

If there are any passengers in the vehicle, they should be escorted off the manoeuvring area with the driver.

Crew Resource ManagementRemind the candidates of their responsibility to respectfully challenge anybody if there is a discrepancy between what should be happening and what is happening – this is often the first indicator that an error is occurring.

Discuss the concept of CRM in the context of the Gatwick environment and emphasise the importance of staff members feeling empowered to speak up if and when necessary. Consider including in your discussion any recent/relevant incidents or near misses at the airport where CRM played an important role.



Situational AwarenessRemind the candidates of the importance of “Situational Awareness”. What do they take it to mean?

The HSE defines situational awareness as:




In many respects, situational awareness also includes concepts such as Crew Resource Management (remind the candidates about Crew Resource Management as necessary), and the importance of a distraction-free cockpit. But we also have to consider how the environment in which we work can change how that changed situation can affect our ability to safely do our job. For manoeuvring area drivers, it is important to be aware of the differences between night and day, busy and quiet, good visibility and low visibility. Maintaining familiarity with the aerodrome layout and keeping abreast of changes is of vital importance for all drivers.

Just CultureFinally, discuss the idea of Just Culture with the group. Remind the candidates that Just Culture is a principle devised by EASA in an attempt to promote the recording and protection of incident data, with the aim of helping to prevent future accidents. It is now a key part of aviation regulation, most notably in Regulation (EU) No 376/2014 which outlines standards for the collection, storage, protection and dissemination of safety information.





Manoeuvring Area UpdatesDiscuss any recent changes to the manoeuvring area or Gatwick procedures or changes that have occurred since the candidates’ last training. Ensure that all candidates are up-to-date with the latest developments and ensure that they are issued with or directed to the latest SOIs and airfield map.

This is also a good opportunity for the candidates to raise any questions or points of clarification on anything relating to the manoeuvring area.

Remind the candidates of the importance of keeping on top of GADs and GANs.


End of MRS3



To assess the candidates’ ability to carry out a vehicle inspection (including sterile cockpit check) prior to use on the manoeuvring area and their process for recording the results of the pre-use inspection and reporting defects.


• Manufacturer’s handbook• Appropriate manoeuvring area vehicle• PPE• Pre-use inspection forms.

By the end of the session, candidates will be able to discuss and demonstrate the process for carrying out a pre-use inspection of a manoeuvring area vehicle (including sterile cockpit check), recording the inspection and steps that should be taken in the event that defects are identified.

MRS4 - Pre-use Inspection (Practical)

Suggested Durations







The Importance of Routine InspectionsRecap on professional responsibilities relating to airside vehicle usage. Remind the candidates that every ‘M’ permit holder has a responsibility to ensure that any vehicle that they take on the manoeuvring area is in a safe and roadworthy condition. A pre-use inspection must therefore always be carried out and this should include both exterior condition and fittings, and the cockpit area.

Exterior Condition and Fittings Ask the candidates to perform and discuss a pre-use inspection of the training vehicle. During the exercise the instructor should closely observe the process and provide remedial tuition when necessary.

The pre-use inspection should include, as a minimum, the following components; however, depending on the vehicle used, additional items may be included.

• Warning lights/beacons• Washer bottle• Oil level• Fuel level (should be above half full)• Lights• Wipers• Glazing and mirrors• Wheels/tyres • External condition• Operating position (including seat belt if fitted)• Instruments• Starting procedure• Audible warnings• Parking brake• Drive and braking• Steering• Current airfield map• Radio condition, function and access (if the vehicle is fitted with UHF and VHF radios then

both should be checked)• FOD inside and outside of the vehicle• Emergency switches• Vehicle decals.

Fault Reporting

Discuss with each candidate their reporting process following a pre-use inspection. Remind them that a written record should be made to show that the check has been completed. Any defects discovered during the inspection should be recorded and reported to relevant personnel.




Ask each candidate to perform and discuss a sterile cockpit inspection, including checking for and securing items such as:

• Loose items, e.g., bags and tools





Passengers who are not directly engaged in the practical task being undertaken are required to remain seated, secure, silent, and must not cause a distraction for driver in charge of the vehicle.

Summary and ConclusionSummarise the key points from this session and answer any questions.

End of MRS4



To assess the candidates’ ability to check radio function and clarity with the Controller, and to request an airfield state check.


• Manufacturer’s handbook• Appropriate manoeuvring area vehicle• PPE.

By the end of the session, candidates will be able to discuss and demonstrate the process for checking radio readability and the airfield state.

MRS5 - Radio Check and Airfield State

Suggested Durations







Radio ChecksConfirm that the candidates remember the radio frequencies used on the airfield and update them regarding any changes:

• Ground movement control – for aircraft taxiing to and from the runway – ask the candidates to recall the frequency

• Tower – for aircraft taking off and landing on the runway – ask the candidates to recall the frequency

• Standby – reserve channel in case Ground or Tower are unavailable – ask the candidates to recall the frequency.

Remind the candidates about the importance of radio clarity. Do the candidates remember the readability ratings? If necessary, remind them:

1. Unreadable

2. Readability now and then

3. Readable but with difficulty

4. Readable

5. Perfectly readable.

Reiterate that for the manoeuvring area a readability rating of 4-5 is required and that the vehicle should not be taken on the manoeuvring area if the readability score is less than 4. Remind the candidates that before entering the manoeuvring area, all drivers must ensure that their transmissions are clear. Referring to standard phraseology, ask the candidates to relay to you what message they would pass in order to check their readability. If necessary, remind the candidates of the correct message.

Discuss the necessity to check the function and clarity of the radio. Ask the candidates to recall the different readability rating levels.

6. Unreadable



9. Readable

10. Perfectly readable

Ask a candidate to demonstrate the process of checking the radio function, its frequency and clarity. If necessary, remind the candidate of the correct message to transmit when checking readability.



Remind the candidates that the vehicle should not be taken on the manoeuvring area if the readability score is less than 4.


Airfield StateRemind the candidates of the importance of checking the airfield state before entering the manoeuvring area. Ask them why this is important.

Remind the candidates that there are certain conditions on the airfield, for example, AWS, Northern Runway operations, push and hold operations, that restrict the manoeuvring area. It is important to know what is happening around the airfield prior to getting out there so that off-limits areas are not encroached upon. Confirm the candidates’ knowledge of airfield restrictions by asking them what restrictions would be in place during different airfield states. Provide corrective tuition where necessary.

Additional guidance on airfield conditions and restrictions can be found in:

• ‘Airfield Weather Safeguarding’ (MS8)• ‘08L/26R (‘Northern Runway’) Safeguarding’ (MS9)• ‘Works in Progress Safeguarding’ (MS10)• ‘Non-Standard Operations’ (MS12).

Summary and ConclusionSummarise the key points from this session and answer any questions before continuing to the next session.

End of MRS5



To assess the candidates’ driving ability in the manoeuvring area and their use of radio telephony.

Manoeuvring area



• Safely and correctly follow a given route in the manoeuvring area• Demonstrate an ability to communicate effectively on the radio and follow instructions

issued by the Controller (as applicable)• Demonstrate good situational awareness at all times

MRS6 - Assessment of Driving in the Manoeuvring Area (Practical)

Suggested Durations


3:1 N/A N/A 1 hr 30 mins N/A





Practical training can only be conducted by operatives who possess an Airside Trainer’s Manoeuvring Area Permit. Due to the free-ranging nature of manoeuvring area driver training, the Airside Operations Manager and the Air Traffic Control Watch Manager must be notified by telephone of your intention to carry out training and assessment on the manoeuvring area prior to the beginning of training.

Manoeuvring Area RoutingsProvide each candidate with routing instructions appropriate to their day-to-day work. During the exercise the instructor must observe closely and provide guidance and tuition where necessary. Specifically, the instructor should watch for:

• Situational awareness and response to developing situations• Observations• General driving safety• Separation distances• Use of vehicle controls• Compliance with mandatory signs and light instructions• Knowledge of surface markings• Knowledge of taxiway routes• Compliance with manoeuvring area protocols.




(Note that the following exercise may not be applicable to all candidates, in which case you may wish to conduct another assessed drive or provide further remedial tuition.) Explain to the candidate that they will now request positive routing from the Tower. Provide a start and end location and then instruct the candidate to request the route – as with the previous exercise, the chosen route should ideally reflect the candidate’s work. During this exercise the instructor should monitor the driving standards as outlined in the previous exercise as well as the candidate’s use of the radio, specifically:


Provide corrective tuition where appropriate.

Summary and ConclusionSummarise the key points from this session and provide further feedback.

End of MRS6




Classroom


MRS7 - Course Close

Suggested Durations












• Complete a practical driving test.

Explain that candidates who are successful will continue to be eligible for an ‘M’ permit. Candidates who refer the assessment will be required to undertake additional training and assessment at a later date and will not be eligible to hold an ‘M’ permit until they have successfully passed all three stages of the assessment.

End of MRS7




Classroom

• Personal details for each candidate• Training record form for each candidate• Pens and spare notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Copy of your course timetable• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Safely drive an appropriate vehicle on the runway accompanied by a current full ‘R’ ADP holder

• Demonstrate proper radio telephony usage and phraseology while driving on the runway

• Discuss and demonstrate knowledge of runway layout, holding points and safeguarding procedures within the Gatwick airside environment



RS1 - Course Introduction

Suggested Durations


2:1 N/A 15 mins N/A N/A





Create a new training record for each candidate and confirm their eligibility to attend the course, including driving licence and current ‘M’ permit checks.








State and discuss the course objective with the candidates and the format of the course. Explain that at the end of the this training course, each candidate will undergo an assessment comprising a theory test, pre-use inspection test and a practical driving test (including RT). Stress that successful completion of this course and assessment will result in a runway permit but further on-the-job training will be necessary to familiarise them with the operating areas where they will be driving and the specifics of working in these areas. A record of the candidate’s experience will be kept during this period (on-the-job training must be completed within 3 months) and stored on file. Additionally, during their on-the-job training, each candidate will be required to complete a series of ‘progressive routes’. Upon completion of their on-the-job training, candidates will be submitted for one more final driving assessment.

Clarify any points and answer any questions before continuing.

End of RS1



To recap on the candidates’ prior theory knowledge gained during ADP manoeuvring area training and build on that knowledge in preparation for runway driving.

Classroom




• Discuss the requirement for an ADP• Discuss legislation and regulations relevant to airside driving.

RS2 - The Regulatory Framework

Suggested Durations






Explain that during this course, the format will switch between theory sessions and practical training. It is important that candidates remain fully engaged throughout all sessions because important information relating to airfield procedures, topography and safety protocols will be shared and discussed throughout.

Regulatory FrameworkRecap on the regulatory issues and themes that the candidates will have learned during their manoeuvring area training. Build on their knowledge and correct any misunderstandings or gaps. It is important to set the requirement for an ADP within the overall context of UK aviation regulation.

Depending on the relevant experience of the candidates in the group and the interval since their last training, you may need to spend some time on this subject. If, however, the candidates are well-versed in the regulatory framework and can confidently discuss the key points, simply update them on any new developments before moving on.

Begin by discussing the regulatory framework that governs the safe operation of vehicles, equipment and aircraft in and around the airfield.

Explain that there are a number of governing bodies and agencies involved in the regulation of aerodromes. During the coming session you will outline the key organisations, regulations and publications that will influence the issues discussed during this course. Outline and discuss the following topics.



Regulatory Framework

ICAO

EASA

CAA

CAPs

GuidanceMaterial

Rule139/2014

ADR DSN ADR AMC

ByelawsGuidanceMaterial

European Action Plan for the prevention of

Runway Incursions



A diagram showing the regulatory framework has been included on a separate page in this section so that you can copy it and hand it out to your candidates if you wish.

International Civil Aviation Organization (ICAO)

Discuss ICAO. Provide a brief background and explain ICAO’s role in defining international aviation standards – to ensure universal conventions for aircraft taking off in one country and landing in another (a good example of this is the standardisation of radio communications language).

Explain that ICAO produces a number of documents called SARPS (standard aviation recommended practices). The international aviation Industry is built on these recommendations. Further down the regulatory ‘chain’, the European Aviation Safety Agency (EASA) bases its directives on the recommendations found in SARPS.

Aerodromes are specifically interested in Annex 14 of ICAO’s SARPS. The Civil Aviation Authority’s (CAA) civil aviation publication 168 (CAP 168) offers guidance to aerodromes on physical structure safety requirements and draws on the recommendations found in Annex 14.

ICAO’s Annex 19 focusses on safety management systems at airports. Remind the candidates that the ADP is an important component in the overall safety management system.

European Aviation Safety Agency (EASA)

EASA was started in 2002. Explain that, initially, this agency was primarily concerned with the creation of fuel efficient routes across Europe and environmental issues. Over time EASA has become increasingly influential and now plays a vital role in maintaining safety standards, maintaining a level playing field within the aviation single market. EASA works closely with other international aviation organisations and regulatory bodies.

All aerodromes of a certain specification (traffic, size, etc.) were required to be EASA certified by the end of 2017. This meant that a degree of standardisation regarding a range of aerodrome features and procedures needed to be standardised in order to comply with a set of minimum standards. Gatwick Airport complies with the required standards.

Explain that EASA issues regulations based on the recommendations provided by ICAO, CAPs in turn are produced by the CAA here in the UK to provide guidance on complying with EASA.

Discuss the three main pieces of EASA regulatory documentation that are relevant in the context of aerodrome safety issues such as ADP:

• Regulation 139/2014 – the rules that apply to the aerodrome

• CS ADR DSN – guidance on the minimum standards that apply to aerodrome design

• CS ADR AMC – guidance on operational compliance with the regulations.



The CAA’s Civil Aviation Publications provide accessible guidance on complying with EASA regulations but it is important to explain that EASA’s regulatory documents (in particular their Acceptable Means of Compliance) should be considered the first port of call when looking into the regulations that govern activities on their airfield.

Discuss the fact that EASA also works with leading industry bodies and organisations to produce action plans to help those working in the industry consistently apply ICAO recommendations and EU provisions. One of the most notable action plans to have been produced recently is the European Action Plan for the Prevention of Runway Incursions.

Spend some time discussing runway incursions with the group – if appropriate, discuss any recent incidents involving runway incursions; what happened, what were the lessons learned, and what initiatives were put into place to prevent the incident occurring again. Referring to a current airfield map, locate any runway incursion hotspots.

It is important that the candidates understand that, even as ADP R holders, they will still be required to gain ATC permission before accessing the runway. Nobody should ever access the runway without consent from ATC.



Civil Aviation Authority (CAA)

The CAA oversees and regulates civil aviation in the UK. The CAA is the ‘competent authority’ charged with Implementing EASA’s regulations. The CAA provides guidance on how to comply with EASA regulations in the form of civil aviation publications (CAPs).

Explain that the CAP that relates specifically to ADP is CAP 790 (Requirement for an Airside Driving Permit Scheme). Other CAPs, such as 642 (Airside Safety Management) include ADP in a broader discussion about safety requirements. It is important to point out that CAPs are not updated as regularly as EASA regulations, so while they are useful for adding some best practice clarity, they should not be over-

relied on in favour of ICAO recommendations and EASA regulations.

Air Navigation Order (ANO)

The Civil Aviation Act is the UK’s means of discharging its regulatory responsibilities. Under the ANO, SARPS are turned into criminal law. Remind the group that it is a criminal offence to recklessly or negligently endanger and aircraft and/or its passengers.

Breaching the ANO could result in up to 5 years in prison and an unlimited fine.

Remind the candidates that the CAA’s guidance on the Air Navigation Order can be found in CAP 393.

Gatwick Byelaws

These are laws that are specific to Gatwick Airport. These rules form part of the aerodrome’s Safety Management System and are an important part of it’s compliance with EASA.

Remind the candidates of their ‘A’ permit training, specifically that the byelaws cover infringements in airside locations as well as around the terminals.

Health and Safety at Work Act

It is generally accepted that operation of aircraft (whether on the ground or in the air) falls under the purview of the CAA, while vehicles and equipment operations are within the Health and Safety Executive’s (HSE) scope. Explain that this means that even when driving airside, drivers have a duty of care to their own safety and welfare and the safety and welfare of others affected by their acts or omissions. Equally, the aerodrome operator also shares the burden of health and safety of their employers, this includes the provision and maintenance of safe equipment, the creation and management of safe systems of work, training etc.

The Health and Safety at Work Act does not stop being relevant at the airfield perimeter.



Gatwick Airport Ltd

Explain that Gatwick Airport Ltd. is obliged to communicate safety information and instructions to everybody who works on the airfield, including aprons, manoeuvring areas and the runways. Examples of this type of communication include:

• Gatwick Airport Directives (GADs)

• Gatwick Airport Notices (GANs)


Explain that a number of enforcement agencies control behaviour in the airside environment – in particular Airfield Operations and the police.




Remind the candidates of the consequences of breaching the ANO.



End of RS2



To introduce the key differences between the Apron permit and the Manoeuvring area permit.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• CAP 790: Requirement for an Airside Driving Permit Scheme• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Discuss the differences between their current manoeuvring area permit and the runway permit

• Identify on a map of the airfield areas where they will be able to drive with a runway permit• Discuss revalidation.

RS3 - The Airside Driving Permit (Runway)

Suggested Duration






The ‘R’ PermitUsing a current airfield map, discuss with the group their current ADP access – where are they allowed to drive? Remind the candidates that the ‘M’ permit allows the holder access to all manoeuvring areas except for the runway.

Introduce the ‘R’ permit and discuss the areas where they can drive and advise the candidates that drivers must always be accompanied by another full runway permit holder.

With the aid of an example ADP card or your own card, show the candidates that the different levels of card are colour coded:

Green: Apron

Orange: Manoeuvring

Red: Runway

This makes it easy to identify at a glance whether a driver is allowed in a particular zone.

It is important to explain to the candidates that acquiring an ADP is not proof of training or competence on the particular equipment that they will be operating. Full training and assessment on any equipment they will be using in the manoeuvring environment is essential.

Explain that, just like their ‘M’ permit, an ‘R’ permit is subject to revalidation. Under EASA requirements, permit holders should undergo “recurrent” training to ensure standards and competence remain as high as possible, and to ensure that all drivers are kept up-to-date with the regulatory developments. In the case of the runway permit, drivers will be reassessed on their practical ability every year and invited to attend Refresher training and assessment every 3 years as part of their ongoing permit maintenance.

Stress that the permit is also subject to revocation for non-compliance with aerodrome rules, such as speed limits and improper driving behaviour.

Summary and ConclusionSummarise the key points from this session and answer any questions from the candidates.

End of RS3



To introduce the candidates to the risks associated with runway driving and the conduct expected of permit holders.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• HSE leaflet: Knowing What is Going on Around You• PC and compatible projector with screen.

By the end of this session candidates will be able to:

• Discuss required driving conduct within the manoeuvring area and on the runway• Discuss the importance of situational awareness when driving on the runway• Visually identify a range of airfield locations and find them on a map of the aerodrome.

RS4 - Individual Responsibilities

Suggested Durations






IntroductionDuring this session, you will discuss the individual responsibilities of all permit holders, from personal health and fitness to protecting the safety of the operation and colleagues.

Personal ResponsibilityRecap on the key points from the discussion about the regulatory framework.

Discuss with the group the impact that their actions or omissions might have on others around the airside environment – for example, remind the candidates of their responsibility to ensure their vehicle is in good working order, or their responsibility to abide by aerodrome speed limits, etc. It is important to emphasise the different groups that might be affected: air crew, ground staff, passengers, other vehicle drivers, etc. Ensure that your discussion includes the range of hazards that an airside driver could possibly encounter and the fact that this is a fast changing, dynamic environment that operates on very clear timetables. It is a high pressure environment in which all individuals must take their responsibilities seriously.

Medical Fitness

Remind the candidates that they are responsible for their personal health and fitness and that any change in their condition must be reported. Discuss potential situations that could arise through ill health and stress the importance of reporting health issues immediately. Staff must feel able to report issues relating to their health without fearing the repercussions; explain that this forms an important part of Gatwick’s ‘Just Culture’, this is an idea that will be discussed in more detail later in this session. Explain that a permit holder’s employer can request a medical assessment if they deem it necessary.

It is important to discuss the fact that the airfield can undergo significant change in a short space of time. If drivers are absent from the airfield for a period it is important that they catch up on developments and changes and generally reacquaint themselves with the site. In most cases, long-term absent ADP holders will be required to undertake Refresher training before being issued with a renewed ADP.


Remind the candidates about the importance of vehicle safety and condition. Vehicles used airside must be maintained at MOT standard. Explain that it is essential that all vehicles are properly inspected prior to driving in the manoeuvring area and on the runway (this includes towed equipment). The

vehicle must also have a valid vehicle permit for use airside.


Discuss the ‘Sterile Cockpit’ rule. Ask the candidates what this means. If necessary, explain that it means that drivers should ensure that there is nothing in the vehicle that will distract them from safely carrying out their duties. This check should form part of the pre-use inspection.






General Road Conduct and SafetyDiscuss the importance of safe and responsible driving on the runway. Emphasise that this is a dynamic operating area with lots of activity taking place every second of every minute.

It is important to explain that driver training and the basics of vehicle control do not cease to be important as soon as you enter the manoeuvring area/runway; in fact, the basics of observation, good vehicle control, speed control and forward planning become even more important.

Speed Limits

Discuss speed limits, stress that the speed limit on the runway (and taxiways) is 40mph.



BreakdownsDiscuss actions that drivers should take in the event of a vehicle breakdown on the runway. Explain that the first thing the driver should do is notify ATC and follow any instructions that are passed.

Incident ReportingDiscuss with the group the steps to take in the event of an incident. It is important to point out that by taking a pro-active, professional approach to driving on the runway, drivers should minimise the risk of incidents, but they do happen and it is important to know what to do.

First, call ATC to notify them of the incident and provide them with the location. Comply with any instructions given.

Wait with the vehicle until Airfield Operations and/or the emergency services have arrived. Don’t leave the scene until cleared to do so, just in case they have information about the incident that is needed.

Crew Resource ManagementDiscuss with the candidates the principle of Crew Resource Management. Remind them that CRM is a policy that aims at fostering a culture where authority can be respectfully questioned if an individual feels there is a discrepancy between what should be happening and what is happening. This is of critical importance when requesting access to or driving on the runway. Discuss the reasoning for having two operatives in a vehicle during runway operations.

Discuss the concept of CRM in the context of the Gatwick environment as a whole and emphasise the importance of staff members feeling empowered to speak up if and when necessary. Consider including in your discussion any recent/relevant incidents or near misses at the airport where CRM played an important role.

Situational AwarenessRemind the candidates of the importance of “Situational Awareness”. What do they take it to mean?

By now, the candidates will be familiar with the risks associated with driving around the aerodrome, and the rules and regulations associated with driving on the manoeuvring area and other roads around the site. Explain that this is all related to situational awareness. Situational awareness is imperative in the runway environment.



The HSE defines situational awareness as:




In many respects, situational awareness also includes concepts such as Crew Resource Management, which has already been discussed, and the importance of not allowing oneself to become distracted by in-cab distractions. But we also have to consider how the environment in which we work can change how that changed situation can affect our ability to safely do our job.

For runway drivers, it is important to be aware of the differences between night and day, busy and quiet, good visibility and low visibility. Explain that even seasoned veterans have been known to get flustered or disoriented in low visibility conditions.

Discuss the issue of skill fade. Comparatively speaking, drivers will spend more time on the manoeuvring area than on the runway, so it stands to reason that the sharpness and awareness required for short but intense periods of runway driving, may diminish during periods of non-runway driving. Drivers must make a conscious effort to get their minds focussed and “in the zone” for runway driving.

Just CultureFinally, remind the candidates about the role of Just Culture in airport operations. Remind them that Just Culture is a principle devised by EASA in an attempt to promote the recording and protection of incident data, with the aim of helping to prevent future accidents. It is now a key part of aviation regulation, most notably in Regulation (EU) No 376/2014 which outlines standards for the collection, storage, protection and dissemination of safety information.



Summarise the key points from this discussion and answer any questions before proceeding to the next session.




End of RS4



To introduce the candidates to the runway surface, key features and markings.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• Suggested: “Build the Runway” puzzle/model• PC and compatible projector with screen.


• Discuss the layout and features of the runways at Gatwick• Identify markings found on the runways• Discuss the differences between instrument and non-instrument runways.

RS5 - Runway Features and Characteristics

Suggested Durations






IntroductionDuring this session you will introduce the candidates to the runway and key surface markings that will aid navigation. The majority of this session will be spent discussing 08R/26L (the main runway), but it is also important to discuss 08L/26R as a working runway too.

Runway lighting is discussed in the following session as a separate issue.

Types of RunwayExplain that there are two types of runway: instrument and non-instrument (visual) runways - link back to what the candidates know from their manoeuvring area training and their experience driving and working on the manoeuvring area. Despite these infrastructural differences both types of runway share certain characteristics and safeguarding priorities. During this session you will briefly outline those characteristics and safeguarding features that directly affect drivers of vehicles in terms of both the northern and southern runways at Gatwick.

Remind the candidates that two runway strips operate at Gatwick: 08L/26R (Northern) and 08R/26L (Southern/Main), each of which can operate in both directions depending on wind conditions (effectively making 4 usable runways).

Runway CharacteristicsAn ideal exercise is to fashion a runway puzzle and ask the candidates to construct it. As the session progresses incorporate the various features of the model and discuss them in the context of the Gatwick runway(s).

Using the puzzle or a map as a visual aid, briefly explain how aircraft interact with the landing surface. This short discussion should focus on the markings both from a pilot’s point and a driver’s point of view and is intended as a very brief primer to help candidates get their bearings on the surface - naturally, the driver’s view will be very different to the pilot’s, so later in the course the candidates will get some time to acquaint themselves with the topography. It is important to stress that the pilot will not be aware of a vehicle's position on the runway from their altitude; it is therefore the responsibility of the driver to ensure their own safety and the safety of the crew and passengers on the aircraft.

You may find it useful to supplement your discussion with an aerial view of the runways at Gatwick. Bing Maps provide a relatively up-to-date clear view which is perfect for this discussion.



Edge Markings

Show the candidates the solid white line that runs down either side of the runway. This is the edge of the runway and the start of the cleared and graded area, which, as its name suggests, is a boundary area that extends for a specific distance around all runways which must be kept clear of obstacles and equipment, including vehicles. This is important for all runway permit holders to understand due to the fact that encroaching on the cleared and graded area without permission from ATC can result in aircraft endangerment. Using an aerial photograph, explain that the clear and graded area can also be identified by a “burn line” in the grass. The burn line intersects the forward-most holding position on each taxiway around the runway.

Depending on the nature of the candidates’ role or relevant experience, you may wish to expand on the nature and make-up of the cleared and graded area.



Centreline

It may sound obvious to the candidates, but a big difference between driving on a taxiway and driving on the runway is the absence of a continuous centreline. The centre of the runway is denoted by a broken white line. Although the broken line is there primarily for aircraft guidance, it also proves a useful reference for vehicle drivers.

Threshold and Touchdown Zone

Discuss the markings that indicate the threshold and the touchdown zone (the “piano keys to the fifth pair of solid white lines either side of the centre line). Explain that this area represents the threshold in which aircraft must touchdown. Point out the aiming point located in the middle of the solid white lines; this is the optimal touch down area. Explain that aircraft which fail to touchdown within the touchdown zone must go around and line up for another landing.

Displaced Thresholds

Explain that Gatwick utilises a “displaced runway threshold”. Show the candidates where the displaced threshold is. Explain that this area is not suitable as a touchdown zone due to the required clearances around the runway (surrounding buildings and infrastructure), which would make the angle of approach too steep; however, this area can be utilised by aircraft which have landed and require additional stopping room, and for aircraft that require a little more runway length during take-off. This part of the surface is prepared and maintained in the same way as the rest of the runway. A series of white arrows indicate the direction of the runway threshold; this is a useful reference point for helping determine which way the runway lies and whether or not the vehicle is actually in the landing area.

Rapid Exit Indicator Lights (RETILS)

On Instrument runways (08R/26L at Gatwick) RETILS are used to indicate taxiway exits off the runway. Explain that RETILS also comprise diagonal surface markings. Show the candidates the diagonal lines leading up to the taxiway exits – explain that you will discuss lighting configurations in a later session. Similar to motorway exit indicators, these markings provide advanced visual indication of runway exits. Starting at 300m, they countdown the distance in 100m intervals. Further explain that after the final RETIL, drivers will see a yellow lead-off line after 100m.



Blast Zone

Show the candidates the yellow hatched markings at the eastern end of 26L by taxiway Mike. Explain that these areas are marked as prohibited zones because they are areas where aircraft preparing to make their run down 26L may power up.

Ask the candidates to lead a discussion on why it is important that they know what these markings are and where they are situated on the runway. Join the discussion and add points where necessary, it is important that the following issues are covered:

• Topography – what is the relationship between markings and exits? How can a driver determine their location and the location of the next exit?

• Perspective – compare the view from above with the view from the ground.• Night and day, visibility, etc. – what are the limitations of only recognising the layout using

surface markings? Runway lights are used during the day, but the position of the sun may make it difficult to see them (lighting is discussed later).

Use the video supplied with your presentation to add context to your discussion. In particular, note the difficulty of identifying ground markings from ground surface even at relatively low speed. As with driving in the manoeuvring area, familiarity with local geography is critical.



Redundant Access PointsDiscuss the that there are a number of redundant vehicle access points located on the runway. These points once provided access and exit routes for vehicles on the runway but they are no longer used. Using an aerial image of the airfield and a current airfield map, identify where these points are located.

ILS and Non-ILSExplain that the 08L/26R is a non-instrument, or visual runway. This means that the ILS has no involvement with landing aircraft on this runway.

08R/26L is an ILS runway. This means that landings are assisted with ILS; during low visibility this technology is even more important so there are critical areas where vehicles are not allowed when low visibility procedures are in force in order to safeguard the system and ensure proper function.

If necessary, recap or refer back to the sessions on ‘Airfield Weather Safeguarding’ and ‘08L/26R Safeguarding’ in the Manoeuvring Area syllabus.

Using an aerial photograph showing both runways, ask the candidates if there is any visual way of determining whether a runway is ILS or non-ILS (visual)?

Draw the candidates’ attention to the touch down zone on both runways. On the non-ILS runway, the runway designator at either end is set inside the threshold marking (piano keys). On the ILS runway, the designator is set outside the threshold marking. Furthermore, the non-ILS runway does not feature the pairs of white lines that mark out the touchdown area around the aiming point.

What is the significance of this observation for a driver on 08L/26R? Quite simply, there are fewer surface markings with which to fix their location, so a greater emphasis is placed on situational awareness.

Summary and ConclusionTake some time to summarise the key points from this session and ensure that all candidates have a good grasp on runway layout and critical areas. Answer any questions that the members of the group may have before continuing to the next session.

End of RS5



To introduce the candidates to the lighting configurations they will encounter on the runway.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• CAP 637 Visual Aids Handbook• Site maps should be made available• PC and compatible projector with screen.


• Identify different types of runway lights• Discuss the function of different runway lights• Identify their position based on the lights they can see.

RS6 - Runway Lighting

Suggested Durations






Before running this session, please ensure that you have delivered ‘Runway Features’.

IntroductionDuring this session you will build on the candidates’ knowledge and understanding of runway surface markings and features and introduce the subject of runway lighting.

Light ConfigurationsIt is important to point out right away that the lit environment of the runway is very different to the lit manoeuvring area. The brilliance and quantity of the lights can at first seem quite dazzling and disorienting, but it is important that drivers are quickly able to acclimatise to the situation and get their bearings. During this session you will discuss how the different light arrangements can be used by drivers to help determine exactly where on the runway they are.

Link back to the previous discussion about runway markings. Explain that in the dark, with the runway lights switched on, the driver’s ability to pick out painted markings becomes more difficult; however, each of the markings discussed earlier does have a light analogue.

Discuss the light configurations that drivers will encounter on Gatwick's instrument runway and the non-instrument runway. During your discussion, include the following frequently used terms that drivers are likely to encounter, as appropriate:

• Approach – 5 bar calvert

• Supplementary approach lights (SALS)

• TDZ

• Threshold

• PAPI

• Edge

• Centreline

Instrument Runway

Displaced Threshold (Instrument Runway)Remind the candidates that on the ILS runway the displaced threshold is indicated by a series of arrows pointing in the direction of the runway threshold. Each arrow has white lights running the length of its shaft. White light crossbars are also arrayed across the runway at intervals in this area, and red lights are placed at intervals along the edge of the cleared and graded area. A green line of lights across the runway indicates the threshold and the beginning of the touchdown zone.

From the point of view of identifying their position or recognising the displaced threshold, a driver will see a “sea of light”, which is quite different to the landing surface. Additionally, drivers will experience quite a bumpy ride as the vehicle travels over many light fittings; comparatively speaking, the journey along the rest of the runway is much smoother.



Threshold and Touchdown ZoneRemind the candidates that on an ILS runway, the touchdown area is characterised by pairs of white marker lines. 15 sets of 4 white lights are arranged either side of the centreline at regular intervals throughout the touchdown area. These lights are uni-directional (so they can only be seen on landing approach) and are high intensity..

EdgeDiscuss the lighting found at the edge of the runway. Remind the candidates of the importance of being able to identify the edge from the point of view of not straying into the cleared and graded area.

The edge of the runway (both instrument and visual) is lined with white lights at regular intervals.

CentreThe runway centreline of an instrument runway is populated with white lights spaced at regular intervals from the threshold (green bar) to within 900m of the end of the runway (known as the “Cautionary Zone”), at which point the next 600m are lit with alternate white-red lights and the final 300m are red only.

Non-instrument runways, which are not used in low-visibility conditions, do not feature a lit centreline.

Stopway LightingWhen a stopway is provided at the end of the runway, it is delineated by red edge lights and red end lights. These lights are uni-directional and only show in the direction of landing.

Runway End LightsThese are a bar of uni-directional red lights at the very end of the runway.

You’ll find a video showing a runway inspection at night in your multimedia content. You might consider showing this video as a supplement to the discussion points covered during this session.

Rapid Exit Taxiways (RETILS)A rapid exit taxiway is an exit off the runway. These exits are illuminated by amber and green lights which curve off in the direction of the exit. Once clear of the exit and back on a standard taxiway, the standard solid green centreline continues.

On approach to a RET (on an instrument runway), drivers will see rapid exit taxiway indicator lights(RETILS), which are yellow lights arranged in a diminishing 3-2-1 sequence. Each part of the sequence is 100m from the last, with the final single light being 100m from the start of the turn off. Explain that in the daytime, drivers will be able to identify upcoming exits by marks on the runway surface. It is important to know how to exit the runway in the event that an accidental runway incursion occurs. Note that RETs are often referred to as 'high speed exits'.



Taxiway Unavailable Bars (TUBS)TUBS are used to safeguard closed exits. They are red lights that cut across the mouth of the exit. The tower controller has the ability to switch these on and off. At Gatwick, TUBS have been installed at all runway exits on 26L/08R, except for Mike and Yankee.Explain that when the TUBS are activated, the RETILs leading up to the exit will be extinguished.

Non-instrument Runway

Discuss the main differences in light configuration on 08L/26R, Gatwick's non-instrument runway. Explain that, by comparison, 08L/26R features far fewer lights. Ensure your discussion includes:

• Displaced threshold lights

• Cross bar approach lights

• Edge lights

• Threshold bar

• RTILS

• Stop bar end lights

Discuss the lighting features covered in this session with the candidates, ensuring that they understand when and where they are likely to see each of the configurations (e.g., start, middle or end of the runway). Explain that you will discuss taxiway lighting in a later session.

Summary and ConclusionSummarise the key points from this session and answer any final questions and move on to the next session.

End of RS6



To remind the candidates about safeguarding procedures for AWS, Northern Runway operations and works in progress.

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• European Action Plan for the Prevention of Runway Incursions• CAP 637 Visual Aids Handbook• Site maps should be made available• PC and compatible projector with screen.


• Recall and discuss AWS and 08L/26R safeguarding and the implications these procedures have on their role as ADP ‘R’ holders.

• Recall and discuss safeguarding measures that are put into effect around works in progress.

RS7 - Runway Safeguarding

Suggested Durations






Before running this session, please ensure that you have delivered ‘Runway Features’ and ‘Runway Lighting’.

IntroductionThere are a number of safeguarding protocols that operate on the airfield. The candidates should be familiar with these from their ‘M’ permit training and from their experience driving in the manoeuvring area. During this session you will discuss these safeguarding procedures with the group in the context of what they now know about the characteristics of the runways that have been discussed so far.

Airfield Weather SafeguardingRefresh the candidates’ knowledge regarding AWS and discuss its potential implications on their activities on the runway.

When is AWS Implemented and How do you Know?When is AWS Implemented?

Explain that particularly during periods of low visibility it is necessary to restrict airfield activities so that aircraft movements can continue safely on the manoeuvring area. There are a number of reasons for this, two of the most important being:

• These types of conditions can severely restrict a pilot’s vision

• Various navigational aids around the airfield are even more essential in these conditions, so there is a requirement to protect them – recap on the earlier discussion about ILS and instrument runways/visual runways. It is important to explain that in low visibility conditions the visual runway (no ILS) at Gatwick (08L/26R) will not be used.

Remind the candidates that Air traffic Control (ATC) will announce the implementation Low Visibility Procedures. At this point ground operations will implement Low Visibility Safeguarding (also known as Airfield Weather Safeguarding). This is to ensure that all parties have sufficient warning to put all necessary arrangements in place. Certain runway and taxiway protocols also come into effect, for example holding points move back to CAT II/III positions.

It should also be noted that LVP will be implemented by ATC when the cloud ceiling is less than 200 feet or the sky is obscured in situations where IRVR is out of use.



What does Weather Safeguarding Mean for You as a Driver?Ask the members of the group to list the ways in which their activities/operations might be affected by weather safeguarding.

There are a number of important considerations that must be taken into account when safeguarding is in effect. Remind the group that these restrictions are put in place to remove risks to aircraft.

Driving Restrictions

Explain that when weather safeguarding is in force, certain areas of the airfield are out of bounds/no longer accessible. Significantly, this includes the manoeuvring area – for most vehicles, a point that you will discuss shortly – so vehicle movements can only be conducted along apron roads.

Remind the candidates that during the period between ATC’s notification of intent and the actual implementation of low visibility procedures, Ground Operations have a window of opportunity to put into effect certain closures and restrictions which prevent vehicle access to critical areas that impact on aircraft movements and instrument guidance systems.

Using a current map of the airfield, ask the candidates to locate specific access points within ILS critical areas which are closed during weather safeguarding – include in your exercise, taxiway Yankee, the Monk’s Yard gate, the peri-track across AP9 and any other relevant points.

Remind the candidates that due to the sensitive nature of the ILS localiser only certain runway holding points can be used during AWS, these are J3, H3 and G3 at the west end of the aerodrome, and C3, A3, M3 and Y2 at the east end of the aerodrome. Link back to the previous session on hold bars.

Discuss transponders. Vehicles that are equipped with transponders are authorised to access some sections of the manoeuvring area during weather safeguarding in certain conditions after seeking clearance. This is because they can be identified by the ground radar system. It is important to stress that even vehicles fitted with transponders are restricted in their movements and can even be denied access, depending on the situation. Permitted vehicles include Airfield Ops, Fire Service and AGLS vehicles.

Stress that vehicles that are permitted on the manoeuvring area during weather safeguarding do so under positive ATC control – explain that this means the driver must contact ATC and follow a designated route via way points provided by the controller.



Driving Rules

Discuss the driving rules that must be followed during weather safeguarding, and safe driving techniques for example:

• Use of dipped headlights

• Give priority to snow clearing equipment

• Separation distances

• Speed appropriate to site limits and weather conditions.



08L/26R SafeguardingRemind the candidates about protocols and procedures that are followed when 08L/26R is in use.

Remind the candidates that 08L/26R is a ‘non-instrument’ runway. Recap on the earlier discussion regarding ILS and explain that as a non-instrument runway, 08L/26R does not feature this type of equipment and is therefore only used in specific circumstances.

Ask the candidates to suggest reasons why 08L/26R might be used instead of the 08R/26L (main runway).

Reasons for using 08L/26R include:

• Incidents/defects on the main runway that place it out of use

• Planned maintenance on the main runway

• Weekly inspection of main runway and lighting

• Emergency situations.

It is important to point out that during this session you will give a brief overview of the key points that will affect the candidates in their day-to-day work. This is a complex issue and more relevant training may be required as part of their on-the-job provisional permit training.

SafeguardingCertain safeguarding procedures are brought into effect during 08L/26R operations in order to restrict vehicle and aircraft access to specific areas. The candidates will undoubtedly be familiar with the following safeguarding measures from the point of view of manoeuvring area driving. It is important to refresh this knowledge but also to move the conversation towards more runway-related driving issues.

Safeguarding the Runway Surfaces

With the aid of an aerial photograph of the airfield, explain that when it is operational, 08L/26R’s safeguarded area encroaches not only on the manoeuvring area but also on 08R/26L.

Barriers and RestrictionsExplain that an important part of safeguarding the runways is the deployment of barriers to restrict access.

Airfield Operations are responsible for executing safeguarding of 08L/26R. This is achieved by placing barriers at the intersections between 08L/26R and 08R/26L and at other strategic locations.

This safeguarding activity is split into two areas: Eastern end and Western end.



Using a map of the airfield or a good quality satellite image, ask the members of the group to identify the following locations:

Western End:

• Intersection JULIET• Intersection HOTEL• Intersection GOLF• Intersection FOXTROT ROMEO• Intersection ECHO• TODA (take-off distance available) board for 08L.

Eastern End:

• Intersection DELTA• Intersection CHARLIE• Intersection BRAVO• Intersection ALPHA• Taxiway ZULU• Taxiway MIKE• Taxiway YANKEE• Taxiway ZULU-JULIET• Taxiway ALPHA-NOVEMBER• TODA board for 26R.

Explain that barriers are placed at these locations to prevent incursions by equipment, vehicles and personnel from 08R/26L to 08L/26R. Also explain that the O8L and 26R TODA boards are made active. Some other areas are also blocked off to prevent vehicular access – for example, road access direct from Airfield Operations onto Juliet is blocked.

It is important to add that these barrier restrictions are also put into place in order to prevent aircraft accessing the closed area.

Discuss safeguarding of the PAPIs with Metalites.

Using a paper-based map or the slides included in the presentation, mark off the restricted areas and show the candidates where lights are placed and signs are activated.



Western End Safeguarding – Blocks 1 and 2

Build on the discussion relating to Western End Safeguarding. Explain that due to the proximity of 08L/26R to taxiway Juliet, it is not possible to land aircraft on the runway while at the same time allowing other aircraft to taxi along Juliet.

For this reason, when 08L/26R safeguarding is in effect, aircraft landing from the east are permitted to leave the runway at intersections Golf and Hotel, turn onto blocks 1 and 2 of 08R/26L, taxi up to Juliet 2 and hold while they wait for the next aircraft to land before taxiing as a pair along Juliet to their allocated stands. In this way, the taxiway is kept operational between arriving aircraft. Recap on the earlier discussion regarding holding points and remind the candidates that the holding point markings at J2 are reversed, as are the wigwags.

Using a map or satellite image of the airfield, explain that Golf and Hotel are left open to allow aircraft access onto blocks 1 and 2 of t08R/26L. A lit barrier is placed left of the Golf’s access onto the main runway, this is to prevent aircraft travelling down the runway. Aircraft are only permitted to turn in the direction of Juliet, where they are required to hold.

Safeguarding Works in ProgressRemind the candidates about measures that are brought into effect to protect work areas.

Explain that all work that takes place airside requires either the supervisor or sponsor of the works to be in possession of an Airside Works Permit. Works permits for the manoeuvring area are blue; they are issued by the Operations Duty Manager. Copies of the permit are passed to ATC.

All contractors taking part in works airside are required to attend a safety briefing by the airfield safety unit (ASU). Amongst other things, the briefing should outline methods for protecting the boundaries of the work site. A written copy of the briefing is issued to the contractor.

Explain that some units are trained to conduct urgent work in the manoeuvring area – such as light fitting repairs, ILS adjustments, etc. – without being subject to Works Permit authorisation. However, clearance must still be sought from ATC.

As well as issuing Works Permits the airfield safety unit is responsible for, amongst other things:

• Coordinating closures and diversions

• Arranging RT or visual communications to be used

• Specifying the permitted working hours, protection, marking and lighting for site during day and night hours.



Discuss why this information is relevant to drivers. Your discussion should include the following points:

• How this affects them

• How can they find out what works are planned (GANs)

• How should they drive when in the vicinity of works locations?

• Works contractors will not necessarily be 100% familiar with airside operations, act with caution and awareness.

Stress that drivers should never drive through a closed work site.

Summarise the key points from this session before proceeding to the next session.


End of RS7



To introduce candidates to the protocols and procedures for joining the runway.

Classroom

• Candidate workbooks• Current airfield map• European Action Plan for the Prevention of Runway Incursions• PPE


• Discuss entering the runway in an appropriate and safe manner• Identify surface markings and lighting configurations that indicate joining and exiting

locations• Identify exit taxiways that are unavailable for use.

RS8 - Entering and Exiting the Runway

Suggested Durations






Entering the RunwayBuilding on the themes and discussions of the course so far, and linking back to the principles of holding points discussed in their manoeuvring area training, introduce the candidates to the protocols that must be followed when entering the runway.

Runway Holding Points

Recap on holding points and remind the candidates that runway holding points are there to protect aircraft from vehicle incursions into their path. Holding points are identified by a number of features:

• Yellow road markings (remind the candidates that there are two different types of runway holding point marking, Pattern B for AWS and Pattern A for normal conditions). If necessary, describe the different markings.

• Red mandatory sign that denotes the ILS category of the holding point and the runway designator

• Runway guard lights (wig-wags) are flashing amber beacons which indicate which holding point is in operation. Driver (and aircraft) must wait at the correct holding point.

• Stop bars are uni-directional red lights that are arrayed across the holding point after the road marking (runway side). Stop bars are illuminated at night and during low visibility conditions. When the stop bars are active, the driver will see green and amber lights on approach to the bar which do not proceed beyond the bar. When clearance is given to proceed, the red bar “drops” and the green and amber lights will continue onto the runway. Drivers must never drive over a red stop bar.

Discuss the use of stop bars as a preventative measure against runway incursions 24 hours a day and in all weather conditions. This is called a ‘ring of red’ and it is intended as protection of landing and departing aircraft. Currently at Gatwick, stop bars are lit during periods of darkness and low visibility – Gatwick will soon be implementing 24hr stop bars, remind the candidates about the importance of monitoring GADs and GANs to stay on top of airfield developments.

With the aid of the photographs found in your slide deck, discuss the holding points found at Juliet. The important detail to notice is that one holding point is for vehicles and aircraft joining 08R/26L, while the other picture shows a holding point for 08L/26R. The tell is the location of the stop bar – remember, the stop bar is after the surface marking.

Discuss the risks associated with waiting behind aircraft at holding points, including the dangers posed by the jet blast. Drivers should remain a suitable distance back from any aircraft waiting for clearance to proceed and they monitor the radio for transmissions to the aircraft in question so that they are aware of when they are likely to move off. Reiterate the importance of Situational Awareness.

Holding point Bravo does not have a CAT III position.



Obtaining Clearance

Stress the point that nobody (including aircraft) is allowed on the runway without clearance from air traffic control (ATC). Vehicle drivers must therefore radio ATC for clearance to join from a specific holding point location. Using an airfield map, position a marker at a runway holding point and ask the candidates to compose the message that would be passed to ATC in order to obtain clearance.

Provide an example of the type of response a driver would expect to hear.

It is important to remind the candidates that they may receive a conditional response requesting that they "enter after aircraft X has vacated". (This emphasises the importance of good aircraft recognition skills.)

It is important to stress that both the driver and the co-driver must listen carefully to ATC's response and comply fully with the message. For example, if the response instructs that they enter behind the vacating aircraft, then they must wait for the aircraft to vacate before entering the runway. This is a very different response to a message that instructs them to enter behind an approaching aircraft, as this does no require them to wait until the aircraft has vacated the runway.

Show the candidates the short video in this section of the slide deck. The video illustrates the importance of listening to instructions from ATC and the value of good aircraft recognition skills.

Discuss the importance of Crew Resource Management at the runway holding point. Both the driver and the co-driver should listen carefully to all ATC instructions. The co-driver should challenge the driver if they feel that the read back was incorrect, or if they feel that the driver has in some way misunderstood the instruction.

Exiting the RunwayAir traffic control will instruct drivers when they should leave the runway and by which RET (rapid exit taxiway) or RAT (rapid access taxiway). Remind the candidates about the key points from the discussions relating to runway features.

Exiting on a RET

Remind the candidates that taxiway RETs are indicated by rapid exit taxiway indicator lights (RETILs) on instrument runways (visual runways, such as Gatwick’s 08L/26R, do not feature this system).

RETILs indicate the 300m leading up to the lead-off lighting/centreline in 100m increments. The lead-off lights alternate green and amber and sit along a yellow centreline that follows the curve of the bend off the runway. The green and amber lights will follow the exit way and be replaced by the standard all green centreline seen on the manoeuvring area.

ATC must be informed once the driver has vacated the runway.



Taxiway Unavailable Bars (TUBS)

TUBS are used to mark an exit as closed. They are red lights that cut across the mouth of the exit. The tower controller has the ability to switch these on and off. At Gatwick, TUBS have been installed at all runway exits on 26L/08R, except for Mike and Yankee.

Explain that when the TUBS are activated, the RETILs leading up to the exit will be extinguished.

Exiting on a RAT

Explain that care should be taken when exiting the runway on a RAT due to the extreme angle of the turn. It should be explained to the candidates that as an entry point to the runway and not an exit, RATs are not indicated by markings or lights, so good knowledge of the runway geography is essential.

Upon exiting on a RAT, the driver will approach a holding point. Ask the candidates to identify how they would know where the holding point is in the dark if the stop bar lights are uni-directional? Explain that they would be able to see the wig-wags flashing in the opposite direction to indicate the holding point.

ATC must be informed once the driver has vacated the runway.

Ask the candidates what actions they would take if they needed to rejoin the runway immediately after exiting. Include:

• Holding points• ATC• Situational awareness regarding aircraft movements

Summary and ConclusionSummarise the key points from this session and answer any final questions before proceeding to the next session.

End of RS8



To introduce the candidates to driving on the runway, in particular the potential hazards, speed limits and driving protocols.

Runway

• Suitable vehicle for runway operations• Second ‘R’ permit holder (The second R permit holder will be provided with a clear

brief on the exercises to be conducted; although not directly involved in the training session, their role is to provide additional observation of the operating environment and the radio. If at any point they intervene in the exercise, their instructions must be followed immediately)



• Drive on the runway, demonstrating awareness for the environment and safe driving technique, correct vehicle position, and correct radio telephony.

RS9 - Driving on the Runway (Practical)

Suggested Durations






Practical training can only be conducted by operatives who possess an Airside Trainer’s Runway Permit. Due to the free-ranging nature of runway driver training, the Airside Operations Manager and the Air Traffic Control Watch Manager must be notified by telephone of your intention to carry out training and assessment on the runway prior to the beginning of training.

IntroductionDuring this session you will demonstrate driving on the runway. You will complete a drive on the runway under ATC control for demonstration purposes and then allow the candidates to practise the drive, during which you will offer feedback and additional tuition as necessary.

Pre-use Inspection, Radio Check and Airfield StateDiscuss the importance of pre-use inspection of vehicles that are to be driven on the runway. Link back to the earlier discussion on breakdowns and discuss the preference for prevention through preparedness. Ask the candidates to demonstrate their pre-use process, including the “sterile cockpit” check and provide remedial tuition where necessary. Discuss fault reporting procedures with the candidates.

Choose a volunteer to perform the radio check and airfield state check. Offer remedial tuition as necessary.

Practical DrivingNegotiate the manoeuvring area and approach an appropriate runway holding point. Contact ATC to request access to the runway. Once permission is granted, proceed onto the runway and drive the length of the runway or until you are instructed to vacate. Commentate on the drive, highlighting developing hazards and the steps you take to minimise risk and safely negotiate the hazard. Remember to emphasise the importance of monitoring the radio throughout and notify ATC when you have vacated.

Return the vehicle to a safe and appropriate location on the manoeuvring area and allow the first candidate to practise the demonstrated route through the manoeuvring area and out to the holding point where they will request clearance to join the runway. Throughout the drive, provide guidance and corrective tuition (this is also a good opportunity to provide any necessary remedial training on manoeuvring area driving) ensuring that the candidate remains vigilant and aware of developing hazards. Once the candidate has vacated the runway and informed ATC, instruct them to return to the stopping area via the manoeuvring area. Swap drivers. Repeat the practice runs as appropriate.

Summary and ConclusionProvide further feedback to each candidate as necessary and summarise the key learning points from the practical drives.

End of RS9



To close the training day and inform candidates of next steps.

Classroom


RS10 - Close

Suggested Durations







Reiterate the importance of continued training and safe driving standards.

Hand out feedback forms and collect completed forms from each candidate before continuing.

Explain to the candidates that they will now undertake a assessment, during which they will be required to:


• Complete a pre-use inspection and “sterile cockpit” check

• Use RT to request access to the runway and complete 2 entries and 2 exits.

Explain that candidates who are successful in this assessment will receive a runway permit and that they will proceed to the next stage of training: on-the-job training. During on-the-job training, they will only be allowed to drive on the runway in the company of a full permit holder.

Explain that they will have 3 months to complete on-the-job training. In that time they will be observed working in their role as an ‘R’ permit holder and they will be required to complete a number of progressive routes, each of which will also be recorded in a log. At the end of their provisional period the drivers will be invited to take a final practical driving assessment.

Candidates must be informed that when they report for their final runway permit assessment they will be required to produce a copy of their experience log in order. Failure to complete on-the-job training within the specified period will result in a revocation of their permit. More information on on-the-job training and next steps can be found in the appendices that accompany this document.

Post TestAnswer any final questions that the candidates may have. Ensure that you complete a record of training for each candidate.

Discuss assessment results with individual candidates. Provide guidance on areas of weakness; in particular, give advice on improvement.

Discuss the certification process with successful candidates and complete NORS registration forms.

End of RS10




Classroom

• Personal details for each candidate• Training record form for each candidate• Pens and spare notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Copy of your course timetable• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen


• Safely drive an appropriate vehicle on the manoeuvring area • Safely drive on the runway• Demonstrate knowledge of taxiway layout, holding points and safeguarding

procedures within the Gatwick airside environment• Demonstrate knowledge of runway layout, holding points and safeguarding

procedures within the Gatwick airside environment• Demonstrate airfield recognised standards of radio telephony• Conduct an effective pre-use inspection of a vehicle, including appropriate defect

reporting procedures• Conduct an effective airfield status check and radio check prior to entering the

manoeuvring area

MRref1 - Course Introduction

Suggested Durations


3:1 N/A N/A N/A N/A

2:1 N/A N/A N/A 15 mins













Discuss the aims and objectives of the course and outline the core topics that will be discussed throughout. During this brief outline, take some time to place the content of the course within the context of the candidates’ day-to-day duties.

Explain the necessity for Refresher training under EASA requirements and the benefits that periodic training can bring both for the individual and the wider airport community.

Explain that this is a combined manoeuvring area and runway course. The practical elements will include observation of driving and remedial training in both disciplines.

Discuss the assessment process and explain that each candidate will undertake the following test elements:

• Written theory test (comprising manoeuvring area and runway questions

• Pre-use inspection test

• Practical driving test (comprising 2 manoeuvring area exercises and 1 runway crossing)

Referral in any single element of the assessment process will result in discontinuation of the candidate’s ADP until further training and assessment has been conducted.

End of MRef1



To refresh candidates’ prior theory knowledge and to update them on regulatory and aerodrome developments since their last training.

Classroom


Organisations and Operations Requirements for Aerodromes• European Action Plan for the Prevention of Runway Incursions• Any relevant and updated SOIs• Whiteboard/flipchart• Site maps should be made available• PC and compatible projector with screen.


• Discuss legislation and regulations relevant to airside driving• Discuss any regulatory updates or aerodrome changes that have occurred since their

last training.

MRref2 - What’s New?

Suggested Durations







Begin by discussing the purpose of Refresher training with the candidates. It is important to point out that Refresher training is a useful tool for updating drivers on things that may have changed since their previous training both from the point of view of the regulations and in terms of the aerodrome. Things change rapidly and it’s quite easy to miss any important updates when you’re caught up in day-to-day operations. Refresher training provides an opportunity to step away from the everyday tasks and catch up.

Remind the candidates about Gatwick Airport Directives (GADs) and Gatwick Airport Notifications (GANs). Explain that their employers have a duty to distribute this information to them, but drivers themselves have a duty to read the information stay up-to-date. Ask the candidates to provide examples of GADs and GANs from within the last 12 months and discuss how each impacted their role.

Explain that under EASA regulations there is a requirement to undergo regular periodic training in order to maintain competence.

Discuss with the candidates the fact that Refresher training is not only utilised at set intervals, it can also be used as a more frequent exercise in order to address issues relating to individual driving behaviour/incidents, and even to help reincorporate drivers who have been absent from the airfield for a period.

Regulatory FrameworkRecap on the regulatory issues and themes that encompass driving vehicles in and around the airfield, including:

• International Civil Aviation Organisation (ICAO)

• European Aviation Safety Agency (EASA) – specifically EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority, Organisations and Operations Requirements for

Aerodromes and European Action Plan for the Prevention of Runway Incursions

• Civil Aviation Authority (CAA) – including CAPs

• HSE

• Byelaws (including any updates/changes).



You will find a full discussion on the regulatory framework in ‘Why are we Here Today?’ (lessons ‘MS2’ and ‘RS2’ in the Session Library).


Remind the candidates that a number of enforcement agencies control behaviour in the airside environment – in particular Airfield Operations and the police.




Remind the candidates that breaching the ANO could result in an unlimited fine and up to 5 years in prison.


Airfield Layout and Procedural UpdatesReferring to a current airfield map, discuss any changes to the layout of the airfield since the candidates’ previous training. Ensure that all candidates are aware of new and updated SOIs that relate to their operational duties.

Summary and ConclusionSummarise the key discussion points and answer any questions.

End of MRef2



To introduce the candidates to the core principles of human behaviours, Situational Awareness, Crew Resource Management, Just Culture .

Classroom

• Pens and notepaper, etc. for each candidate• Hand-out literature, notes folder, etc. • Candidate workbooks• Whiteboard/flipchart• Site maps should be made available• HSE leaflet: ‘Knowing What is Going on Around You’• EASA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Authority,

Organisations and Operations Requirements for Aerodromes• European Action Plan for the Prevention of Runway Incursions• Runway Incursions Protected Area map• Candidate Workbooks• PC and compatible projector with screen.


• Discuss the role of human behaviour in safety and risk on the airfield• Discuss the importance of situational awareness when driving on the manoeuvring

area• Discuss the importance of questioning and challenging the behaviour of others if their

behaviour could endanger themselves or others• Discuss the role of Just Culture in promoting and protecting safe operating standards

at the airfield.

MRref3 - Individual Responsibilities

Suggested Durations







IntroductionBegin this session by discussing the dynamic and varied nature of the Gatwick airfield. Ask the candidates to describe their own specific working situations, what sort of activities typically occur in and around their work areas. What are the hazards and what are the potential risks associated with those hazards?

Discuss the fact that in most cases, when something goes wrong there is an element of human behaviour at the heart of the issue. This is why ICAO places a great deal of importance on ‘human factors’ training, which explores the relationship between human behaviour, performance and safety. And this is also why operator/driver retraining (or recurrent training) is such an important part of the airfield’s safety management system.



Individual awareness of one’s own responsibilities and the responsibilities of others, combined with an awareness of what is going on around us at all times (and the strength to challenge others when things are not as they should be) lie at the heart of safety in the workplace. Nowhere is this more relevant than on the airfield. During this session, you will recap on the principles of Situational Awareness, Crew Resource Management, and Just Culture. These are all principles that the candidates should be familiar with, given their experience on the airfield, but it’s easy to forget about them or put them into practice during the intensity of a working day.

Personal ResponsibilityRecap on the key points from the discussion about the regulatory framework. Remind the candidates that during their initial manoeuvring area and runway driving training they will have learnt how the Airside Driving Permit is a critical part of the overall airfield safety management system, which is itself implemented to help the site comply with EASA regulations.




Ask the candidates to relate and discuss some of their experiences on the airfield during the period since their last training.

Personal Competence

Discuss competence with the group. Remind the candidates that in order to apply for their permits they had to provide proof of eligibility to drive – by way of producing their driving licence. It is important that all permit holders are able to prove ongoing competence to drive in the areas in which they are permitted to drive. During this course, their competence and ability to not only drive but also to communicate via the radio will be observed and assessed during this course.

Medical Fitness

Remind the members of the group that they underwent a medical to ensure they were fit to hold their initial permits. Explain that the medical is not a one-off event and that they will be examined at regular intervals to ensure that they are medically fit to continue driving airside. Discuss potential situations that could arise through ill health and stress the importance of reporting health issues immediately. It is important to remind the drivers that they should not wait for their periodic medical examination to come around again if they feel that something is not quite right, or if they are diagnosed with a health issue in the meantime. Any changes to personal health must be reported. The ability to report health concerns without the fear of repercussions forms an important part of Gatwick’s ‘Just Culture’. Explain that a permit holder’s employer can request a medical assessment if they deem it necessary.


It is important to discuss the fact that the airfield can undergo significant change in a short space of time. If drivers are absent from the airfield for a period it is important that they catch up on developments and changes and generally reacquaint themselves with the site. In most cases, long-term absent ADP holders will be required to undertake Refresher training and assessment before being issued with a renewed ADP.

Professional Responsibilities

Remind the candidates about the various professional responsibilities that are central to safe driving in the manoeuvring area – these responsibilities will form the bulk of the candidates’ training – include in your overview:

• Requesting an airfield status check before entering the manoeuvring area





• Notifying managers of any issues relating to their DVLA licence

• Wearing correct PPE.








Discuss the ‘Sterile Cockpit’ rule with the candidates. Ask a candidate to explain the general principles of Sterile Cockpit to the rest of the group.

If necessary, explain that the Sterile Cockpit rule is named after an airliner accident in which poor cockpit discipline was found to be a contributing factor. The rule has been adopted on the airfield for drivers of vehicles in the Manoeuvring area and on the runaway. In simple terms: drivers should ensure that there is nothing in the vehicle that will distract them from safely carrying out their duties. This check should form part of the pre-use inspection.







Crew Resource ManagementLead a general discussion on the principle of Crew Resource Management. Remind the candidates that CRM is a policy that aims at fostering a culture where authority can be respectfully questioned if an individual feels there is a discrepancy between what should be happening and what is happening – this is often the first indicator that an error is occurring.

Discuss the concept of CRM in the context of the Gatwick environment and emphasise the importance of staff members feeling empowered to speak up if and when necessary. Place the idea into the context of the candidates’ day-to-day operations – where would CRM be relevant? As an example, discuss the idea of a co-driver challenging a driver’s read back of ATC’s instruction at a runway holding point.

Consider including in your discussion any recent/relevant incidents or near misses at the airport where CRM played an important role, or may have played an important role in preventing or minimising an incident.

Situational AwarenessAsk the candidates to discuss the term “Situational Awareness”. What do they take it to mean?

The HSE defines situational awareness in the following way:




Ask the group to consider any incidents or near misses that have occurred at the airfield since their last training. Place the incident within the context of Situational Awareness.

Discuss the fact that Situational Awareness plays a critical role in the prevention of runway incursions. For manoeuvring area permit holders and runway permit holders, awareness of surroundings and position are of major importance, as is an awareness of so-called ‘incursion hotspots’ and awareness of instructions passed from ATC (not just directly to them but also to other airfield traffic). This is why it is important that ADP M and R holders have not just an excellent working knowledge of the airfield map, but also the topography, landmarks, lighting and signage that they will come across on the airfield.



In many respects, Situational Awareness also includes principles such as Crew Resource Management and Sterile Cockpit. But we also have to consider how the environment in which we work can change, and how that changed situation can affect our ability to safely do our job. For manoeuvring area an runway drivers, it is important to be aware of the differences between night and day, busy and quiet, good visibility and low visibility – even seasoned veterans have been known to get flustered or disoriented on the airfield at night or in snow.

Outline current guidance on what drivers should do in the event that they do become lost on the airfield.

Just CultureFinally, discuss the idea of Just Culture with the group. Remind the candidates that Just Culture is a principle devised by EASA in an attempt to promote the recording and protection of incident data, with the aim of helping to prevent future accidents. It is now a key part of aviation regulation, most notably in Regulation (EU) No 376/2014 which outlines standards for the collection, storage, protection and dissemination of safety information.



Manoeuvring Area and Runway UpdatesDiscuss any recent changes to the manoeuvring area, runway or Gatwick procedures, or changes that have occurred since the candidates’ last training. Ensure that all candidates are up-to-date with the latest developments and ensure that they are issued with or directed to the latest SOIs and airfield map.

This is also a good opportunity for the candidates to raise any questions or points of clarification on anything relating to the manoeuvring area or the runway.

Remind the candidates of the importance of keeping on top of GADs and GANs.


End of MRef3



To assess the candidates’ ability to carry out a vehicle inspection (including sterile cockpit check) prior to use on the manoeuvring area and runway, and their process for recording the results of the pre-use inspection and reporting defects.


• Manufacturer’s handbook• Appropriate runway vehicle• PPE• Pre-use inspection forms.

By the end of the session, candidates will be able to discuss and demonstrate the process for carrying out a pre-use inspection of a runway vehicle (including sterile cockpit check), recording the inspection and steps that should be taken in the event that defects are identified.

MRref4 - Pre-use Inspection, Radio Check and Airfield State (Practical)

Suggested Durations







The Importance of Routine InspectionsRecap on professional responsibilities relating to airside vehicle usage. Remind the candidates that every ADP holder has a responsibility to ensure that any vehicle that they drive is in a safe and roadworthy condition. A pre-use inspection must therefore always be carried out and this should include both exterior condition and fittings, and the cockpit area.

Exterior Condition and Fittings Ask the candidates to perform and discuss a pre-use inspection of the training vehicle. During the exercise the instructor should closely observe the process and provide remedial tuition when necessary.

The pre-use inspection should include, as a minimum, the following components; however, depending on the vehicle used, additional items may be included.

• Warning lights/beacons• Washer bottle• Oil level• Fuel level (should be above half full)• Lights• Wipers• Glazing and mirrors• Wheels/tyres • External condition• Operating position (including seat belt if fitted)• Instruments• Starting procedure• Audible warnings• Parking brake• Drive and braking• Steering• Current airfield map• Radio condition, function and access (if the vehicle is fitted with UHF and VHF radios then

both should be checked)• FOD inside and outside of the vehicle• Transponder• Emergency switches• Vehicle decals.



Fault Reporting

Discuss with each candidate their reporting process following a pre-use inspection. Remind them that a written record should be made to show that the check has been completed. Any defects discovered during the inspection should be recorded and reported to relevant personnel. Stress the importance of not using defective equipment, remind the candidates that all defective equipment should be marked as “out of use”.


Ask each candidate to perform and discuss a sterile cockpit inspection, including checking for and securing items such as:

• Loose items, e.g., bags and tools





Passengers who are not directly engaged in the practical task being undertaken are required to remain seated, secure, silent, and must not cause a distraction for driver in charge of the vehicle.

Radio Check and Airfield CheckDiscuss the necessity to check the function and clarity of the radio. Ask the candidates to recall the different readability rating levels.

1. Unreadable



4. Readable

5. Perfectly readable



Ask a candidate to demonstrate (through simulation) the process of checking the radio function, its frequency and clarity. If necessary, remind the candidate of the correct message to transmit when checking readability.

Remind the candidates that a readability rating of 4-5 is required and that the vehicle should not be taken on the manoeuvring area if the readability score is less than 4.



End of MRef4



To assess the candidates’ driving ability in the manoeuvring area and on the runway, and their use of radio telephony.

Manoeuvring area and runway

• Current airfield map• Appropriate runway vehicle• PPE.


• Safely and correctly follow a given route in the manoeuvring area• Correctly approach a runway holding point and request access to the runway• Safely and correctly access, drive on, and exit the runway as instructed by ATC• Demonstrate an ability to communicate effectively on the radio and follow instructions

issued by ATC• Demonstrate good situational awareness at all times

MRref5 - Assessment of Driving and Remedial Training (Manoeuvring Area)

Suggested Durations


3:1 N/A N/A N/A N/A

2:1 N/A N/A N/A 1 hr 45 mins




Practical training can only be conducted by operatives who possess an Airside Trainer’s M+R Permit. Due to the free-ranging nature of manoeuvring area driver training, the Airside Operations Manager and the Air Traffic Control Watch Manager must be notified by telephone of your intention to carry out training and assessment on the manoeuvring area prior to the beginning of training. Air Traffic Control must also be given advance notice of your intention to conduct an assessed drive on the runway.

IntroductionDuring this session, you will observe each candidate driving in the manoeuvring area, their approach to runway holding points, and their driving ability on the runway. The session will progress through manoeuvring area driving to runway driving. All communications with ATC should be monitored and observed, with notes made for later feedback.


Manoeuvring Area RoutingsProvide each candidate with routing instructions appropriate to their day-to-day work. During the exercise the instructor must observe closely and provide guidance and tuition where necessary. Specifically, the instructor should watch for:

• Situational awareness and response to developing situations• Observations• General driving safety• Separation distances• Use of vehicle controls• Compliance with mandatory signs and light instructions• Knowledge of surface markings• Knowledge of taxiway routes• Compliance with manoeuvring area protocols.



Explain to the candidate that they will now request positive routing from ATC. Provide a start and end location, and then instruct the candidate to request the route – as with the previous exercise, the chosen route should ideally reflect the candidate’s work. During this exercise the instructor should monitor the driving standards as outlined in the previous exercise as well as the candidate’s use of the radio, specifically:


Provide corrective tuition where appropriate.



Runway DrivingWhen you are satisfied with the candidate’s manoeuvring area performance, progress to an observed runway drive.

If, for any reason, you are not satisfied with the candidate’s performance, remedial training and further observed driving must take place before progression to the runway driving element of this session. If, after remedial training, you are still not satisfied with the candidate’s performance, the session must be brought to an end without completing the runway element of the session – in this situation, the candidate should not be put forward for final assessment.


Instruct the candidate to proceed to an appropriate runway holding point, based on airfield activity and conditions. Ask the candidate to request access to the runway and follow all instructions. Observe:

• Radio telephony technique and phraseology• Read back and compliance with instructions• Situational awareness and response to developing situations• Observations• General driving safety• Separation distances• Use of vehicle controls• Compliance with mandatory signs and light instructions• Knowledge of surface markings and lighting• Knowledge of RETS and RATs • Compliance with runway protocols

After the run, instruct the candidate to return to the training centre and secure the vehicle. Discuss the exercise and provide constructive feedback. If necessary, repeat the exercise to allow the candidate to put into effect any guidance offered.

Summary and ConclusionSummarise the key points from this session and provide further feedback.

End of MRef6




Classroom


MRS7 - Course Close

Suggested Durations












• Complete a practical driving test.

Explain that candidates who are successful will continue to be eligible for an ‘M’ permit. Candidates who refer the assessment will be required to undertake additional training and assessment at a later date and will not be eligible to hold an ‘M’ permit until they have successfully passed all three stages of the assessment.

End of MRS7



Assessment



Introduction This test has been developed by RTITB as a means of ensuring national, uniform standards for the testing of Manoeuvring Area and Runway drivers for the purpose of obtaining an Airside Driving Permit (ADP). Only currently qualified and registered Airfield Equipment Instructors who hold an ADP for the areas in which the test will be conducted (Manoeuvring Area/Runway), and who have been trained in the application of this test should carry out this testing process.

As per CAA requirements, the individual conducting this test must not have been involved in the delivery of the relevant training course.

Continuous assessment of candidates’ progression will naturally be undertaken during training by instructors, and subsequently by immediate supervisors at the drivers’ workplaces. This is routine and would normally be conducted fairly informally.

CAP 790 Requirement for an Airside Driving Permit Scheme provides guidance on minimum requirements for the issuing of ADPs. This assessment has been written to meet those requirements by providing a robust and objective testing standard that can be applied to ‘M’ permit acquisition and ‘R’ permit acquisition.

This assessment can be used as:

• Validation of a course of Initial or Refresher (revalidation) training for ‘M’ and ‘R’ permits

• Confirmation of existing standards

• Pre-employment assessment

• Post incident/extended absence assessment.

Successful completion of this test without prior training does not indicate that training as required by EASA and the CAA has been conducted, and that related guidance has been provided.



Assessment ObjectivesCandidates who have referred the in-class Radio Telephony test must not be put forward for this assessment. Only candidates who have passed the Radio Telephony test should be considered for assessment.

The overall objective of this formal assessment is to verify a candidate’s ability to meet the minimum recognised basic safety standard. Candidates must pass all elements of the assessment in order to be successful overall.

The assessment programme is broadly divided into the following elements, although some specifics differ, depending on the operating environment (see ‘Assessment Specifics’ below):

• Associated knowledge theory test

• Pre-use inspection of the vehicle used for assessment (including “sterile cockpit” inspection)

• Practical driving test in the manoeuvring area or across the runway as appropriate to the ADP sought (i.e., manoeuvring area or runway).

Assessment SpecificsAlthough testing for ADPs generally follows a three-stage approach, some elements will differ depending on the operating environment. Following are brief outlines of the testing requirements for each stage of assessment for both manoeuvring area and runway.

Manoeuvring Area Permit

The Manoeuvring Area permit assessment requires candidates to complete an associated knowledge theory test in order to demonstrate their ability to answer questions on:

• Manoeuvring area safety regulations

• Manoeuvring area layout, including safeguarding and navigational aids

• Airfield signs, surface markings and lighting

• Radio telephony

• Aircraft recognition

• Required driving standards and safety procedures in the manoeuvring area.



Additionally, candidates will perform a practical driving test, during which they will demonstrate their ability to:

• Conduct a pre-use inspection of the test vehicle, including “sterile cockpit” checks

• Conduct two driving scenarios on the manoeuvring area. Depending on the level of ADP M sought by the candidate (i.e., Full or Restricted), the drives will:

• Conduct 1 free range drive on the manoeuvring area between two locations of the examiner’s

choice (based on airfield state and traffic), with commentary; and 1 positive route between

two locations (depending on ATC availability, this will either be via live radio communication

with ATC or simulated with the examiner playing the role of ATC); or

• Conduct 2 different free range drives on the manoeuvring area between 2 locations of the

examiner’s choice (based on airfield state and traffic), with commentary.

Throughout all stages of the practical driving test, candidates must demonstrate a safe driving approach and an ability to respond to developing situations, as well as compliance with all holding points, restrictions, and ATC instructions.

Manoeuvring Area Revalidation (Refresher)

Revalidation assessment will follow the same format as the initial practical assessment outlined previously and will also include the theory assessment.

Runway Permit

Candidates attending Runway permit training will be required to complete an associated knowledge theory test to demonstrate their ability to answer questions on:

• Runway signs and lighting configurations

• Runway safeguarding, including works in progress and 08L/26R operations

• Correct driving standards and safety procedures when operating on the runway.

During the practical driving assessment, candidates will demonstrate their ability to:

• Conduct a pre-use inspection of the test vehicle, including “sterile cockpit” checks

• Navigate through the manoeuvring area to a runway holding point of the examiner’s choice, complying with all visual instructions and ATC instructions, contact ATC to request clearance to cross the runway, safely cross the runway, return to the test start point demonstrating safe and competent driving standards.



Combined Runway and Manoeuvring Area Revalidation (Refresher)

The combined Refresher is for holders of M and R permits only. Revalidation assessment will follow the same format as the runway practical assessment outlined previously and will also include the Runway theory assessment.

Please note that a test marking sheet has been supplied which can be used for both Manoeuvring Area and Runway tests. You will find the marking sheets in the additional content supplied with this course guide.

Please ensure that you indicate on the marking sheet whether the candidate is a Manoeuvring Area or Runway candidate (for combined M and R Refreshers, please mark the practical assessment as a Runway assessment).

When conducting a Manoeuvring Area assessment, please ensure that the candidate’s Restricted/Full status is indicated, and please also indicate whether drives 1 and 2 were ‘Free Range’ or ‘Positive Route’.

Electronic practical marking sheets are available on the MyRTITB TrainingFriend app.



Airside Vehicle Pre-use InspectionThe candidate will be required to carry out a pre-use inspection and sterile cockpit check of the vehicle, and clearly demonstrate understanding of the process. The pre-use inspection is a visual and functional safety check. It must be carried out in accordance with the vehicle manufacturer’s recommendations and/or the candidate’s company organisational procedures.

MarkingThe examiner will assess whether the candidate meets the minimum standards necessary to carry out a pre-use inspection correctly and efficiently.

12 of the 21 elements described in the pre-use inspection have been deemed safety critical and if missed/not checked there may be a significant risk to the health and safety of the operator and or any persons and infrastructure in the location of the vehicle. The following list of components are deemed mandatory component checks. A candidate must carry out a full and correct check of these items; failure to do so will result in an automatic referral in this element of the test.

• Wipers and washer bottle

• Lights

• Glazing and Mirrors

• Wheels and Tyres

• Fuel level

• Radio condition

• Radio clarity

• Parking Brake

• Drive and Braking

• Steering

• Electronic devices and distractions

• Loose items

The remaining elements described and listed on the inspection sheet are still required to be appropriately inspected. The examiner will decide if the overall inspection is adequate or not, and will pass/refer as appropriate.

The list of items on the pre-use inspection sheet should not be considered complete or finite. It isimportant to remember that all pre-use inspections are to be carried out in accordance with the equipment manufacturer’s recommendations.

You’ll find electronic pre-use inspection sheets in the Assessment section of the TrainingFriend app. If conducted on paper, the pre-use inspection sheets must be retained for future reference and the result recorded on the final assessment document (the Practical Test of Basic Operating Skills marking sheet).

See the ‘Explanation of Criteria’ for the method of inspection that can be applied to each component.



NO. CRITERIA EXPLANATORY NOTES

1 External condition A general visual check to ensure all doors and inspection panels are closed and secure, no significant body or chassis damage is evident. There should be no obvious foreign bodies fouling any axles/prop shafts. All mud guards and wheel arches must be intact. There must be no obvious oil, coolant, air or fuel leaks. All external filler caps must be in place and secure.

2 Oil and coolant levels The engine MUST NOT be running. These levels should only be checked when the engine is cold. Remove the engine dip stick and ensure that the oil level is between the upper and lower indicators. If the level is outside of the indicators operation could seriously damage the engine.

Coolant header tanks or radiator caps should not be removed if the engine has been run; most checks can be made through the translucent tank. The coolant level must be between the indicators (where applicable, as the check may be electronic from inside the vehicle).

3 Wipers and washer bottle(Mandatory component)

The wiper blade rubber should be checked for signs of deterioration and wear. The wiper arms should be checked for spring preload, all debris/ice should be removed.

The washer bottle should be topped up with water and antifreeze/detergent mix; a test must be made for correct operation from inside the vehicle; jet alignment should be checked.

4 Lights(Mandatory component)

The lights should be checked for cracks. Security and operation should be checked (the use of an assistant is acceptable). Working lights should be checked for function and direction.

5 Glazing and mirrors(Mandatory component)

All glazing should be clean, free from scratches/debris/ice and cracks. Mirrors are to be clean and checks to be made for electrical operation and heating.




6 Wheels and tyres(Mandatory component)

There should be no obvious missing or loose wheel nuts. The wheel rim and hub should be examined for damage, cracks and scoring.

Individual tyres should be checked for punctures and pressures should be confirmed. Check for adequate tread, damage, flat spots and deep cuts. Check wheel rim and tyre wall for evidence of deterioration and cracks.

Check the tread and (where applicable) between double tyres for FOD that may be discarded during travel.

7 Driver's position The floor and cockpit area should be dry and clear of dirt or any foreign bodies which might foul operating controls, safety switches or devices. Foot and hand operated controls and instruments should be intact, undamaged and functional.

Check that seat anchor points, runners/slides and end stops are engaged, secured and undamaged. Ensure that under the seat is clear of any foreign bodies which may be fouling the adjusters and any safety interlock switches. Inspect the driver’s seat restraint, seat height and back rest adjusters to ensure they are intact, damage free and functional.

All controls switches/buttons should be checked for operation and accessibility.

Visual gauges, decals, instruments and switches should be unobstructed, clean, and intact.

Check that the steering column adjusts correctly.

8 Fuel level(Mandatory component)

Check and confirm that there is at least half a tank available.

9 Radio condition(Mandatory component)

Radio(s) should be checked for function and correct frequency. The radio should be easily accessible and set to an appropriate volume.

10 Radio clarity(Mandatory component)

The radio(s) should be checked for clarity of transmissions in line with the 1-5 readability scale..




11 Airfield map An up to date copy of the Airfield Map should be located in the cab of the vehicle

12 Emergency switches/isolators

All emergency switches/isolators should be checked for correct function and condition.

13 Starting and stopping procedures

Ensure that the ignition lights illuminate and that the engine starts and stops with the turn of the key. It is especially important that oil pressure and charging lights are working. Physically and visually check instruments and gauges to ensure they are functioning in accordance with the manufacturer's operating handbook.

Warning lights should not remain illuminated after the engine has been started.

14 Audible and visual warnings

All audible warnings, such as reversing signals and the horn should be checked for function.

Check function of warning beacons and lighting.

15 Parking brake(Mandatory component)

With the foot brake applied, release the parking brake and re-apply, ensuring it locks back into the applied position.

16 Driving and braking(Mandatory component)

Forward and reverse gears should be engaged to ensure their smooth operation and positive response to the accelerator pedal. The efficiency of the foot brake should be tested in both directions; braking must be even. The brake pedal must not travel more than halfway to the cockpit floor.

17 Steering(Mandatory component)

Check for play in the steering and listen for noises when steering.

18 Vehicle decals Ensure that all vehicle markings and decals are clean, clear, visible, and in good condition.

19 Electronic devices and distractions(Mandatory component)

All electronic devices should be switched to silent or “off” prior to driving the vehicle. All such items should be stowed in such a way as to prevent them from being a distraction during driving on the manoeuvring area/runway.




20 Loose items(Mandatory component)

The vehicle should be checked for loose items such as bags, FOD, equipment, etc. that might cause a distraction during driving. Any loose items identified should be properly secured in a location where they will not cause a distraction or they should be removed from the vehicle.

21 Passenger protocol The operator in charge of the vehicle should verbally notify passengers of the protocol, including: remaining seated, remaining silent when requested, and not causing a distraction.

22 Fault reporting procedure The candidate must satisfactorily explain the action to be taken in the event of discovering a fault on the equipment at the start or during the operating period, i.e. isolating the vehicle, warning signs, reporting and recording procedures etc.



Practical Test of Basic Operating SkillsIntroductionThis test has been devised to examine the critical skills required of a manoeuvring area/runway driver, (as appropriate) which are:

• Safe entry onto and exit from the manoeuvring area/runway

• Safe and efficient driving in the manoeuvring area/on the runway, including awareness of aircraft movements and hazards

• Correct use of radio telephony when communicating with air/ground traffic control (referred to as 'Control' throughout this section), including clarity, phraseology and read back.

The following section outlines the testing arrangements for manoeuvring area tests and runway tests. Please note that the practical driving assessment form and marking criteria included with this guide can be applied to a number of different scenarios:

• Manoeuvring Area ADP (Restricted permit)

• Manoeuvring Area ADP (Full permit)

• Runway ADP

If conducting a manoeuvring area test, please ensure that you indicate on the practical driving test marking sheet which level of candidate you are assessing (i.e., Restricted or Full).

Manoeuvring Area Practical Driving AssessmentThe manoeuvring area practical driving assessment has been designed to verify a candidate’s ability to safely navigate the manoeuvring area, taking into account hazards and developing situations, as well as instructions from Control. The format of the test will change slightly, depending on whether the candidate is applying for a Restricted ADP M or a Full ADP M.

Restricted

• Candidates will negotiate 2 routes of the examiner’s choice and provide commentary on developing situations and their own response to those situations – the routes will be selected from the list found later in this section, and selection must be based on current airfield activity and radio communications.

• Both routes will be marked on the same marking sheet, with points accruing across the whole exercise. Candidates must score 40 or fewer penalty points.



Full

• Candidates will negotiate a route of the examiner’s choice and provide commentary on developing situations and their own response to those situations – the route will be selected from the list found later in this section, and selection must be based on current airfield activity and radio communications.

• Candidates will contact Control and request a positive route. They will complete the route guidance provided – the route will be selected from the list found later in this section. If Control is unavailable, the examiner will take on the role and provide routing instructions, the candidate will respond as if they were receiving instructions over the radio.

• All routes will be marked on the same marking sheet, with points accruing across the whole exercise. Candidates must score 40 or fewer penalty points.

Each candidate's practical driving test will last approximately 30 minutes.

Throughout the practical driving test, the candidate will be expected to follow all manoeuvring area safety protocols and instructions. All radio telephony will be conducted using correct, concise phraseology.

This practical assessment can be conducted during hours of daylight or darkness.

The following routes are available for examination purposes:

ROUTE NUMBER ROUTING

1 Stand 47 to Hold Alpha 2

2 Stand 47 to Hold Alpha 3

3 Stand 47 to Hold at Mike 1

4 Stand 47 to Hold at Juliet 4

5 Stand 47 to Hold at Juliet 7

6 Stand 173 to Stand 68





11 Stand 230 to the Fire Training Ground

12 Southern Peri Track DME to Fire Training Ground

13 Push Back Instruction from Hanger 6 Pan to Yankee Plates

14 Yankee 3 holding point to Yankee 2 holding point



Testing Procedure

Prior to the test, the examiner must complete the various sections of the marking sheet, i.e. candidate’s details, description of the equipment, permit level, etc. (see the practical test marking sheet found in the additional content supplied with this course; alternatively, you will find a test marking sheet for this course on the MyRTITB TrainingFriend app).

Before the test begins, the examiner must talk the candidate through the test procedure. Referring to a current airfield map, the examiner should provide a brief explanation of the start and finish points of the assessment drive and should explain that the routing will be subject to Control and airfield activity. The candidate should be reminded that at all times they will be expected to abide by and adhere to all airfield protocols and procedures.

Failure to abide by and adhere to all airfield protocols and procedures may result in disqualification.

Explanation of the Marking Sheet

The examiner must take time before the assessment begins to explain how the test will be marked and how candidate ability will be assessed. The examiner should explain that penalty points will be awarded throughout the driving period for specific faults and that a pass or referral will be subject to the total number of penalty points not exceeding the required threshold of 40 points.

The examiner should explain to the candidate that some faults are more heavily penalised than others due to the nature of the errors.

The examiner must also explain that if more than 3 faults are recorded in any one 10-point category on the marking sheet, the candidate will be disqualified.

The candidate must be informed that the following actions will result in a mandatory disqualification (full explanations of these disqualification criteria can be found in the ‘Explanation of Faults’, later in this section):

• Failure to be understood (RT)

• Fails to comply with Control instruction

• Passes an active stop position

• Obstructs aircraft movement

• Unintentionally travels on the wrong taxiway

• Unintentionally drives into a restricted/closed area

• Unsafe driving (includes, reckless driving, excessive speed, failure to properly disable phone/tablet).

During the test, the candidate and the examiner should be the only people in the vehicle. This will eliminate any potential distractions during the test.



Marking

Marking will begin as soon as the examiner instructs the candidate to begin and will cease when the candidate has stopped the vehicle and secured it upon completion of the final route.

On each occasion that the candidate commits a fault, a penalty should be recorded on the marking sheet. It is important that faults are recorded carefully but quickly, so it is essential that examiners are familiar with the layout of the marking sheet and the content of the marking criteria found later in this section.

If working on paper, at the end of the test the examiner must multiply the number of faults recorded against each fault by the points value of the fault and enter the result in the ‘Award’ column. The total number of awarded penalties should then be recorded and entered in the ‘Total Penalties’ box.

If working on a tablet, the MyRTITB TrainingFriend app will total the penalties in real time as the test progresses. Press End Test and sign the form at the end of the test.

Explanation of Practical Driving Test Result

The examiner will explain to the candidate the outcome of the test. It is important to provide feedback on areas of weakness in a professional and constructive manner. If the candidate refers, advice on next steps should be offered.

Candidates who do not pass the test should undergo the appropriate remedial tuition and the practical test at a later time. Retests cannot be undertaken within less than 24 hours. Note that in order to obtain a permit, all assessment elements must be passed; therefore, if a candidate refers the practical test and passes the theory test and pre-use inspection, they will not be awarded a permit until they have successfully passed the theory test.

Runway Practical Driving AssessmentRunway driving operations must always be operated with a co-driver. For this reason, a second full ‘R’ permit holder must accompany the examiner and candidate in the vehicle during testing. The examiner must be seated in the rear of the vehicle, the second permit holder must be seated in the front passenger seat. Additionally, the second permit holder will have had no active involvement in the training course and will not play a role in the examination – however, if the second permit holder feels that an unsafe situation is developing, they must calmly take control of the situation and the radio telephony. The driver (candidate) must, without question, follow any instructions given by the co-driver. Failure to comply with the co-driver’s instructions will result in an automatic disqualification for ‘Unsafe Driving’.



The runway practical driving assessment has been designed to verify a candidate’s ability to safely enter and exit the runway, taking into account hazards and developing situations and instructions from ATC. During the test, the candidate will be required to:

• Complete an observed drive from Stand 47 to Hanger 6. The test will therefore include manoeuvring area driving, a runway crossing (Charlie to Yankee), and finally vacation of the runway at Hanger 6.

Throughout the test (including when driving in the manoeuvring area), the examiner will observe and mark the candidate’s driving and radio communications.

The candidate will be expected to follow all runway safety protocols and instructions. All radio telephony will be conducted using correct, concise phraseology.

This practical assessment can be conducted during hours of daylight or darkness.

Testing Procedure

Prior to the test, the examiner must complete the various sections of the marking sheet, (see the practical test marking sheet found in the additional content supplied with this course; alternatively, you will find a test marking sheet for this course on the MyRTITB TrainingFriend app).

Before the test begins, the examiner must talk the candidate through the test procedure. Referring to a current airfield map, the examiner should provide a brief explanation of the start and finish points of the assessment drive and should explain that the routing will be subject to Control and airfield activity. The candidate should be reminded that at all times they will be expected to abide by and adhere to all airfield protocols and procedures.

Failure to abide by and adhere to all airfield protocols and procedures may result in disqualification.

Finally, remind the candidate that if, at any point in the exercise, the co-driver intervenes, their instructions must be followed without question.

Explanation of the Marking Sheet

The examiner must take time before the assessment begins to explain how the test will be marked and how candidate ability will be assessed. The examiner should explain that penalty points will be awarded throughout the driving period for specific faults and that a pass or referral will be subject to the total number of penalty points not exceeding the required threshold of 40 points.

The examiner should explain to the candidate that some faults are more heavily penalised than others due to the nature of the errors.

The examiner must also explain that if more than 3 faults are recorded in any one 10-point category on the marking sheet, the candidate will be disqualified.



The candidate must be informed that the following actions will result in a mandatory disqualification (full explanations of these disqualification criteria can be found in the ‘Explanation of Faults’, later in this section):

• Failure to be understood (RT)

• Fails to comply with Control instruction

• Passes an active stop position

• Obstructs aircraft movement

• Unintentionally travels on the wrong taxiway

• Unintentionally drives into a restricted/closed area

• Unsafe driving (includes, reckless driving, excessive speed, failure to properly disable phone/tablet).

Marking

Marking will begin as soon as the examiner instructs the candidate to begin and will cease when the candidate has stopped the vehicle and secured it upon completion of the driving route.

On each occasion that the candidate commits a fault, a penalty should be recorded on the marking sheet. It is important that faults are recorded carefully but quickly, so it is essential that examiners are familiar with the layout of the marking sheet and the content of the marking criteria found later in this section.

If working on paper, at the end of the test the examiner must multiply the number of faults recorded against each fault by the points value of the fault and enter the result in the ‘Award’ column. The total number of awarded penalties should then be recorded and entered in the ‘Total Penalties’ box.

If working on a tablet, the MyRTITB TrainingFriend app will total the penalties in real time as the test progresses. Press End Test and sign the form at the end of the test.

Explanation of Practical Driving Test Result

The examiner will explain to the candidate the outcome of the test. It is important to provide feedback on areas of weakness in a professional and constructive manner. If the candidate refers, advice on next steps should be offered.

Candidates who do not pass the test should undergo the appropriate remedial tuition and the practical test at a later time. Retests cannot be undertaken within less than 24 hours. Note that in order to obtain a permit, all assessment elements must be passed; therefore, if a candidate refers the practical test and passes the theory test and pre-use inspection, they will not be awarded a permit until they have successfully passed the theory test.



Practical Driving Test(ADP Manoeuvring and Runway)Explanation of FaultsThe safe operating procedure must comply and be assessed in accordance with GAL procedures and protocols for manoeuvring area and runway driving.

FAULT NO.

FAULT DESCRIPTION EXPLANATORY NOTES

1 Enters/Vacates the manoeuvring area/runway incorrectly

In the case of a manoeuvring area assessment: fails to enter/vacate the manoeuvring area via an interstand clearway.

In the case of a runway assessment: holds at an incorrect holding point for the time of day/conditions.

Fails to hold in a correct position, which could cause an obstruction to aircraft movement.

2 Fails to vacate at correct stand/correct exit

In the case of a manoeuvring area assessment: fails to vacate the manoeuvring area at the required stand.

In the case of a runway area assessment: fails to leave the runway at the correct location, as instructed by Control.

3 Fails to check all round Fails to check all round before moving off and whilst driving. A thorough mirror all round and blind spot check are essential before moving off. A perfunctory glance, i.e. merely “going through the motions” is not sufficient and should result in a penalty.

4 Fails to look in direction of travel

Fails to look in the direction of travel whilst the vehicle is moving.

5 Fails to use appropriate warning device

The operator should use audible and visual warning devices to alert pedestrians and other equipment operators of their presence.



FAULT NO.


6 Driving too fast Drives excessively fast.

In the manoeuvring area, speed should never exceed 40mph.

On the runway, speed should never exceed 40mph.

When exiting the runway, the vehicle's speed should be such that a safe and controlled exit is executed.

7 Driving too slow Drives excessively slowly for the situation and conditions.

8 Brakes harshly/erratically

Emergency type braking where it is not necessary.

9 Fails to release parking brake

Attempts to move the vehicle without releasing the parking brake.

10 Fails to follow the centreline

Fails to remain correctly aligned to the centreline when driving on the manoeuvring area.

11 Fails to hold steering wheel when moving

The steering wheel must be held firmly by at least one of the driver’s hands whenever the vehicle is moving.

12 Fails to observe aircraft Fails to observe or respond to aircraft movements on the manoeuvring area/runway.

13 Proximity to aircraft Fails to ensure sufficient safe distance between the vehicle and aircraft movements.

14 Fails to observe crossing traffic/road traffic

Fails to observe vehicle traffic on taxiway crossings while driving on the manoeuvring area.

Fails to give way to vehicle traffic while exiting the manoeuvring area onto an interstand clearway.

Fails to observe/give way to traffic when joining airside roads.



FAULT NO.


Radio Telephony and Situational Awareness

15 Fails to listen before RT transmission

Fails to allow radio telephony conversation to complete before opening new radio transmission.

16 Fails to use correct phraseology

Does not use agreed, standard RT phraseology when passing messages over RT.

17 Fails to read back instruction in correct order

Does not read back instructions in the order given by ATC.

18 Fails to read back instructions accurately

Fails to read back ATC instructions accurately or completely.

19 Fails to respond to Air/Ground Control

Does not respond to instructions verbally from Air/Ground Control.

ATC forced to request read back.

Failure to respond after ATC repeat the instruction will result in a mandatory disqualification.

20 Fails to use microphone correctly

Does not operate microphone in a manner consistent with the approach demonstrated during training.

21 Selects wrong radio Selects the wrong radio and transmits.

22 Selects the wrong radio frequency

Chooses the wrong frequency.

23 Lack of vocal clarity during transmission

Candidate mumbles, is incoherent during transmission.

24 Poor situational awarenss

Candidate shows lack of awarenss for environment and situation.

During commentary drives candidates must provide accurate situational analysis and feedback to the examiner.

25 Unable to give accurate report of position

Fails to give accurate report of position on the manoeuvring area to the examiner upon request.



MANDATORY DISQUALIFICATIONS EXPLANATORY NOTES

Failure to be understood (RT) Air/Ground Control are repeatedly unable to understand messages.

Fails to comply with ATC instructions Candidate fails to respond to repeat of Air/Ground Control’s instruction.

Passes an active stop bar Candidate fails to stop and wait at a lit stop bar.

Obstructs aircraft movement Candidate places vehicle in a position that forces an aircraft to stop, seek redirection or report a near miss.

Unintentionally travels on the wrong taxiway

Candidate travels on the wrong taxiway while under instruction from ATC or examiner.

Unintentionally drives into a restrictive/closed area

Travels into a closed/restricted area when not approved to do so by Air/Ground Control or the examiner – this includes airfield work sites.

Unsafe driving Candidate exhibits reckless or erratic driving during the assessment, including excessive speed, failure to properly disable phone/tablet. This disqualification should also be applied for failing to comply with the examiner or co-driver’s instructions.

Exceeds 3 occurrences of any one 10 point fault

Incurring more than 3 (i.e 4 or more) 10 point penalties in one area.



Associated Knowledge ExaminationTime allowed: 30 minute

IntroductionThis assessment consists of multiple selection and multiple choice questions. Multiple selection questions require candidates to choose a required number of correct answers from a list provided. Multiple choice questions require candidates to choose a single answer from a selection of 4 responses.

All tests (manoeuvring area and runway) consist of 25 questions, comprising 5 multiple selection questions, 5 mandatory multiple choice questions (which must be answered correctly in order to pass the test) and 15 regular multiple choice questions. The papers have been designed to determine candidates’ knowledge of safe and compliant driving on the manoeuvring area and the runway.

You’ll find the question papers in the Assessment section of the MyRTITB TrainingFriend app. Alternatively, if you are conducting your course on paper, three question papers for each permit type can be found in the additional content supplied with this course guide. You’ll will also find a candidate answer sheet in the additional content.

In the hard copy question papers, mandatory questions are printed in bold text. These questions must be answered correctly in order to pass the test (regardless of overall test score). If you are using the TrainingFriend app, the system will mark multiple choice and mandatory questions automatically.

Conducting the Test

Candidates will be given 30 minutes to complete the test (this is the case for both the ‘M’ permit and the ‘R’ permit).

Candidates must work on their own and are not permitted to communicate with each other. Reference materials are not allowed and all phones and communications devices must be switched off (with the exception of tablets used for the TrainingFriend app).



MarkingCandidates must achieve 80% to pass the test (20/25).

All questions are worth 4 points; multiple selection questions will only be considered correct if all required responses are selected.

Errors must be explained to the candidate.

Candidates who do not pass the test should undergo the appropriate remedial tuition and re-take a new batch of questions at a later time. Note that in order to obtain a provisional permit, all assessment elements must be passed; therefore, if a candidate refers the theory test and passes the driving test and pre-use inspection, they will not be awarded an permit until they have successfully passed the theory test.

Gatwick Airside Driving Permit (Manoeuvring Area and Runway)

Documents

Transcript of Gatwick Airside Driving Permit (Manoeuvring Area and Runway)