SMS Incorporating The Aerodrome Manual · 13.15 Aerodrome Snow Plan 124 13.16 Wildlife Hazard...

CIMS/RCA/DA/GT/11.0 & 12.0 SMS Incorporating The Aerodrome Manual

Uncontrolled when Printed of 142 V3.0 July 2017

SMS INCORPORATING THE AERODROME MANUAL

(Doc No: CIMS/RCA/DA/GT/11.0 & CIMS/RCA/DA/GT/12.0)

Default Review Period 12 Months Next Review Due June 2018 Specialist Review Requirements As Required Document Number CIMS/RCA/DA/GT/11.0 & 12.0 Document Version Version 2.0 Retention Period 3 Years Security Status COMPANY CONFIDENTIAL

Document Approvals Author

Airport Manager

Date 07/2017

Process Owner

Airport Manager

Date 07/2017



0.0 Amendments

Issue Date Description

Prepared & Checked By

Checked by

0.1 DRAFT 10/2014 First draft for review AW CC

0.2 DRAFT 11/2014 Second Draft AW AW/PR

0.3 DRAFT 12/2014 Corrected Layout AW DE-CAA

0.4 DRAFT 01/2015 Updates as requested by CAA Pre-licensing AW DE-CAA

1.0 03/2015 First Issue AW AW/PR

2.0 DRAFT 06/2016 Draft Second Issue MF CC

3.0 DRAFT 07/2017 Branding, personnel and AOR update MF



0.1 Table of Contents

0.0 Amendments 2

0.1 Table of Contents 3

0.2 Scope & Objectives 10

0.3 Document Change Control 11

0.4 Document Distribution 11

0.5 Glossary of Terms 12

0.6 Abbreviations 15

0.7 Reference Documents 17

1 GT/11.0 - SAFETY MANAGEMENT SYSTEMS 18

1.0 Safety Management System Principles 18

1.0.1 Introduction 18

1.1 Summary of Key SMS Principles 19

1.1.1 Policy 19

1.1.2 Organising 19

1.1.3 Planning and Implementing 19

1.1.4 Measuring Performance 19

1.1.5 Audit and Review 19

1.2 Corporate Approach 20

1.3 Safety Priority 21

1.4 Safety Culture 22

1.5 Safety Benefits 23

2 SAFETY POLICY 24

2.0 Safety Policy Overview 24

2.1 Safety Policy - Aircraft Operations 26

2.2 Safety Policy – Employees 27

2.3 Safety Policy – General Public 28

2.4 Safety Summary Statement 29

3 SAFETY AIMS 30

3.0 Objectives 30

3.1 Safety Levels 31

3.2 Standards and Compliance 32

4 SAFETY RESPONSIBILITIES 33

4.0 Overview of Safety Responsibilities 33

4.1 Safety Responsibilities 33

4.2 Safety Manager 33

4.3 Reports to Board 33



4.4 Accountabilities 34

4.5 All Managers and Supervisors 34

4.6 Management Systems Manager, Environment / Sustainability Advisor, H&S Advisor. 34

4.7 Competency 35

5 SAFETY PROCEDURES 37

5.0 Consultation and Cooperation 37

5.1 Communications 37

5.2 Communications Content 38

5.3 Risk Management 38

5.4 Risk Assessment Process 38

5.5 Hazard Identification 39

5.6 Hazard Analysis 40

5.7 Safety requirement. 46

5.8 Mitigation. 46

5.9 Severity/probability/risk classification. 47

5.10 Remarks. 47

5.11 Assurance 47

5.12 Records 47

5.13 Risk Assessment and Mitigation Documentation 48

5.14 Management of Change 49

5.15 Responsibility 49

5.16 Completion of Forms 50

5.17 Impact Analysis (if required) 50

5.18 Contracted Services 51

5.19 Responsibilities 51

5.20 Contractor Standards 51

5.21 Procedures 51

5.22 Monitoring of Contractors 52

5.23 Documents 52

5.24 Document Content 52

5.25 Document Relationship 52

6 SAFETY ASSESSMENT & ASSURANCE 53

6.0 Safety Assessment 53

6.1 Safety Assessment Records 53

6.2 Records to be retained 54

6.3 Safety Assurance Documentation 55

6.3.1 Current Operations. 55

6.3.2 Change of Operations. 55

6.3.3 Safety Cases 55

6.4 Training Records 56



7 PERFORMANCE REVIEW 57

7.0 Introduction 57

7.1 Monitoring 57

7.2 Responsibility for monitoring 58

7.3 Proactive Monitoring 58

7.4 Reactive Monitoring 58

7.5 Records of Monitoring 58

7.6 Non-Compliance 58

7.7 Inspections 59

7.7.1 General 59

7.7.2 What and When to Inspect 59

7.7.3 Responsibility for Inspection 59

7.7.4 Reporting Procedures 59

7.7.5 Audit 59

8 THE SAFETY LEARNING PROCESS 60

8.0 Safety Significant Events 60

8.0.1 Reporting Culture 60

8.1 Purpose of Reporting 60

8.2 Reporting Procedure 61

8.3 Investigation 61

8.4 Report Findings 62

8.5 Safety Promotion 63

8.6 Lesson Dissemination 64

8.7 Safety Improvement 64

9 SAFETY REPORTING SYSTEM 65

9.0 Airport Occurrence Reports (AOR) 65

9.1 The RCA OSHENS System (RESERVED) 65

10 GT/12.0 THE AERODROME MANUAL 66

10.0 Aerodrome Licence 66

10.1 Foreword by the Licensee 67

11 TECHNICAL ADMINISTRATION 68

11.0 Aerodrome Information 68

11.0.1 Address 68

11.1 Accountable Manager 69

11.2 Personnel responsible for day-to-day Operational Management of the Airport.70

11.2.1 Airport Manager (AM) 72

11.2.2 RCA Head of Airport Operations & Director of Regulatory Compliance (HAO) 74

11.2.3 RCA Quality & Safety Assurance (QSA) 75



11.2.4 RCA Human Resources Manager (HRM) 76

11.2.5 RCA Commercial Manager (CM) 77

11.2.6 RCA Financial Controller (FC) 78

11.2.7 RCA Senior Air Traffic Engineer (SATE) 79

11.2.8 Group Oversight Engineer 80

11.2.9 Engineering Manager (EM) 81

11.2.10 Senior Airport Operations Assistant / RFFS 82

11.2.11 Airport Security 84

11.2.12 Supervisors 85

11.2.13 Safety Representatives 85

11.2.14 Individual Employees 85

11.2.15 Management Systems Manager (MSM) 86

11.3 Safety Policy 87

11.3.1 Safety Reporting in the Absence of the Airport Manager 87

11.4 Safety Management Structures 87

11.5 Order of Management Seniority in the Absence of Key Personnel 88

11.6 Prohibition of Flight 88

11.7 Safety Related Committees 89

11.8 External Emergency Planning Committee (EPC) 90

11.9 Internal Emergency Planning Committees 92

11.10 Airport Operations and Safety Committee 93

11.11 Airport Monthly Management Meeting (AMMM) 94

11.12 Regional & City Airports Management Meeting 95

11.13 Operational Performance Meeting 96

11.14 Local Runway Safety Team (LRST) 98

12 AERODROME CHARACTERISTICS 100

12.0 Aerodrome Location 100

12.0.1 Aerodrome Address: 100

12.0.2 Location of Aerodrome Reference Point (ARP): 100

12.0.3 Ordnance Survey Grid Reference: 100

12.0.4 Aerodrome Reference Elevation: 100

12.0.5 Aerodrome Reference Code: 100

12.1 Aerodrome Availability 101

12.1.1 Operational Hours/Restrictions: 101

12.1.2 Fire Category: 101

12.2 Aerodrome Plan 102

12.3 Obstacles 103

12.4 Chart and Survey Information 104

12.5 Declared Distances (M) 104

12.6 Taxiways 105

12.7 Re-Declared Distances 105

12.8 Surface Details (CAP 232 Assessment) 106



12.8.1 CAA Form 1560 Runway 23 106

12.8.2 CAA Form 1560 Runway 05 106

12.9 Allocated Engine Run Zones – 107

12.9.1 Procedures 107

12.9.2 Holding points 107

12.9.3 Runways 107

12.9.4 Engine Runs on the Apron 107

12.10 Engine Power Runs 108

13 OPERATIONAL PROCEDURES 110

13.0 Airport Operational Facilities 110

13.1 Air Ground Communications Service (AGCS) 110

13.2 Aerodrome Inspections 111

13.2.1 Surface Inspections 111

13.2.2 Two Tier Inspections 111

13.2.3 Special Surface Inspection 111

13.2.4 Annual Surface Inspection 112

13.2.5 Lighting Inspection (RESERVED) 112

13.3 Surface Area Cleanliness 113

13.3.1 FOD Removal 113

13.3.2 Procedures for Sweeping the Movement Area 113

13.4 Meteorological Information 114

13.4.1 Airport Meteorological Services 114

13.4.2 Reports 114

13.4.3 Surface State Reporting 114

13.5 Low Visibility Procedures (RESERVED) 115

13.6 Runway Surface Friction Conditions 115

13.7 Aerodrome Facilities Reporting 116

13.7.1 NOTAM Action 116

13.7.2 Reporting Action 116

13.8 Aviation Activities 116

13.9 Procedure for Recording Aircraft Movements 117

13.10 The Control of Works 118

13.10.1 Planning and Development 118

13.10.2 Major Projects 118

13.10.3 Appointment of Responsible Nominated Person 118

13.10.4 The Control of Works 118

13.10.5 Minor Works 119

13.10.6 Control of Access to Aerodrome 120

13.10.7 Works Services 120

13.10.8 Security 120

13.11 Control of Access to Aerodrome 121

13.11.1 Access to Airside 121



13.12 Aviation Fuel Safety 122

13.12.1 Persons Responsible for Fuel and Distribution 122

13.12.2 Refuelling of Aircraft Inside Hangars 122

13.12.3 Helicopter Refuelling – Running Rotors 122

13.12.4 Fuel Reception, Storage, Quality Control and Delivery 123

13.12.5 Fuel Spills 123

13.13 Accident and Incident Reporting 123

13.14 Removal of Disabled Aircraft 123

13.15 Aerodrome Snow Plan 124

13.16 Wildlife Hazard Control Plan 124

13.17 Aerodrome Safeguarding 125

13.18 Wind Turbines 125

13.19 Runway Incursion Prevention 126

13.20 Monitoring Third Parties 126

14 VISUAL AIDS 127

14.0 Aerodrome Ground Lighting (AGL) 127

14.0.1 Basic Licensing Requirements 127

14.1 Description of Visual Aids 127

14.1.1 (RESERVED) Approach and Runway Lighting 127

14.2 (RESERVED) Brilliancy Settings 127

14.3 Standby Power Arrangements 127

14.4 (RESERVED) Routine Flight Inspections 127

14.5 Responsibility for Obstacle Lighting 128

14.6 (RESERVED) Maintenance of Visual Aids 128

15 RESCUE AND FIRE FIGHTING SERVICES 129

15.0 General 129

15.0.1 RFFS Category 129

15.1 Depletion of RFFS 130

15.2 Appliances 130

15.3 Staffing Levels 131

15.4 Table of Media 131

15.5 Fire Station Procedures 131

15.6 Call Out Procedures 132

15.7 Response Times and Exercise Turnouts 133

15.8 Training 133

15.9 RFFS Emergency Response Commitments 133

15.10 1000m Response Assessments 134

15.11 Landside Aircraft Incidents 134

15.12 Domestic Incidents 135

15.13 Additional Water for use in Firefighting Operations 135

15.14 Flights Not Requiring a Licensed Facility 136



15.15 Response in Abnormal Conditions 136

15.16 Use of 121.6MHz VHF 136

15.17 Personal Equipment 136

15.18 Radio Communications 136

15.19 Inspection and Testing of Appliances and Equipment 137

15.20 Inspections 137

15.21 Medical Services 137

15.22 Ambulances 137

15.23 First Aid 137

15.24 Scale of Medical Services 138

15.25 Selection of Personnel (Medical) 138

15.26 Emergency Lighting 138

15.27 Casualty Shelters and Blankets 138

15.28 Mortuary Facilities 138

16 EMERGENCY PLANNING 139

16.0 Integrated Management Response to an Accident / Emergency 139

16.0.1 Responsibility 139

16.0.2 Routine Testing 139

16.0.3 Post-Accident Management 139

16.0.4 Emergency Orders 140

16.0.5 Accident \ Incident and Mandatory Reporting Policies 140

17 AIR TRAFFIC SERVICES 141

17.0 Air Traffic Management 141

17.1 Runway in Use 141

17.1.1 Selection of a Runway in Use 141

17.2 Noise Abatement Procedures 141

17.3 Alerting the Emergency Services 141

17.3.1 Search and Rescue Alerting 141

18 COMMUNICATIONS AND NAVAIDS 142

18.0 Ground Radio Communications 142

18.1 Radio Navigational and Landing Aids 142



0.2 Scope & Objectives

The requirements for the Aerodrome Manual are defined by the Air Navigation Order (ANO) Article 103 and Schedule 14. It is a requirement of the CAA1 (Civil Aviation Authority) Licensee to maintain this Manual in accordance with CAP 168 Chapter 2. The Aerodrome Manual will be regarded by the CAA as the primary indication of the standards likely to be achieved by the Airport Operator. It must be available for reference by all Airport operational staff employed by the Airport Operator, airlines, concessions and other operators whose duties require them to have access to the Airport, apron and manoeuvring area. The purpose of this manual is to demonstrate how the Airport Authority will discharge its safety responsibilities to secure the safe operation of the Airport. It will set out the policy and expected standard of performance and procedure by which these targets will be achieved. It describes the structure of the Airport Operator’s management and accountabilities for safety. The Manual contains instructions from the Airport Licensee to the Airport operational staff, details of the Aerodrome physical characteristics and any significant difference from the standard requirements of CAP 168, and of agreement reached between the Licensee and the CAA concerning these differences. The Safety Management System is the lead document encompassing all local safety and operational procedures, some of which will be published separately, for example Airfield Emergency Orders, Airfield Operations Procedures, Operational Instructions.

1 Civil Aviation Authority is appointed as the regulator for Aerodrome Licensing in the UK under the qualifying criteria prescribed in CAP 393 – Air Navigation Order, Section 1, Part 27, Article 211 - Licensing of Aerodromes. This changes to EASA (European Aviation Safety Agency) once certain conditions at the aerodrome are met, and may transition from CAA to EASA regulation in the future.



0.3 Document Change Control

The Airport Authority undertakes all document changes and controls in line with the Document Management Governance Document CIMS/RCA/DA/GT/1.0 which describes how all users prepare, review and issue procedural documentation that forms part of Airport Authority’s CIMS (Company Integrated Management System).

0.4 Document Distribution

COPY HOLDERS

Accountable Manager / Airport Manager

Library Copy – held on Airport Website www.solentairport.co.uk (accessible to all users)

SRG (digital copy)

http://www.solentairport.co.uk/



0.5 Glossary of Terms

Accident An unintended event or sequence of events that cause death, injury environmental or material damage.

Accountability The obligation to give account for the control and discharge of responsibilities.

Accountable Held to give account for discharge of responsibilities. Aerodrome Any area of land or water designed, equipped, set apart or commonly

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

Aerodrome Elevation The elevation of the highest point of the landing area. This is the highest point of that part of the runway used for both landing and take-off; see also ‘landing area’.

Aerodrome Reference Point

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

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

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

Competence Knowledge, experience and an ability to apply both. Crosswind Component

The velocity component of the wind measured at or corrected to a height of 33 feet above ground level at right angles to the direction of take-off or landing.

Designated Director The director identified in the appropriate Aerodrome Manual as being responsible for particular issues.

Hazard A physical situation, often following from some initiating event, which can lead to an accident.

Incident All undesired circumstances and ‘near misses’ which could cause accidents.

Inspection An inspection is the process of examining, checking or looking at a product or activity.

Landing Area That part of a manoeuvring area primarily intended for the landing or take-off of aircraft.

Main Runway The runway most used for take-off and landing. Manoeuvring Area That part of an aerodrome provided for the take-off and landing of

aircraft and for the movement of aircraft on the surface, excluding the apron and any part of the aerodrome provided for the maintenance of aircraft.



Mitigation The methods by which hazards will be eliminated or their effect minimised in order to achieve the safety requirement.

Monitoring Checking the effectiveness of systems, procedures, equipment and personnel.

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

Non-Instrument Runway

A runway intended for the operation of aircraft using visual approach procedures.

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

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

Occurrence Includes accidents, incidents and any other event which has safety implications.

Pro-active Taking the initiative to control a situation. Qualitative Those analytical processes that assess system and aeroplane safety in

a subjective, non-numerical manner. Quantitative Those analytical processes that apply mathematical methods to assess

system and aeroplane safety. Reactive Taking action subsequent to an event. Responsibility Having an agreed duty to control and discharge assigned or implied

tasks. Responsible Exercising the agreed duty to control and discharge assigned or

implied tasks. Risk Is the combination of the probability, or frequency of occurrence of a

defined hazard and the magnitude of the consequences of the occurrence.

Risk Assessment Assessment of the system or component to establish that the achieved risk level is lower than or equal to the tolerable risk level.

Runway A defined rectangular area, on a land aerodrome prepared for the landing and take-off run of aircraft along its length.

Runway End Safety Area (RESA)

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

Runway Strip An area of specified dimensions enclosing a runway intended to reduce the risk of damage to an aircraft running off the runway and to protect aircraft flying over it when taking-off or landing.

Safety Freedom from unacceptable risk or harm. Safety Assessment A systematic, comprehensive evaluation of an implemented system to

show that the safety requirements are met. Safety Audit A systematic and independent examination to determine whether

safety related activities and related results comply with planned



arrangements and whether these arrangements are suitable to achieve safety objectives and are implemented effectively.

Safety Case A documented account of the evidence, arguments and assumptions to show that system hazards have been identified and controlled, both in engineering and operational areas, and that qualitative and quantitative safety requirements have been met.

Safety Objectives A planned and considered goal that has been set by a design or project authority.

Safety Policy The fundamental approach to managing safety and that it is to be adopted within an organisation and its commitment to achieving safety.

Safety Management System

The systematic management of the risks to achieve high levels of safety performance.

Safety Requirements The requirements for safety features to be met by a system. Severity The potential consequences of a hazard. Shoulder An area adjacent to the edge of a paved surface so prepared as to

provide a transition between the pavement and the adjacent surface for aircraft running off the pavement.

Stop way A defined rectangular area at the end of the take-off run available (TORA), prepared and designated as suitable area in which an aircraft can be stopped in the case of an abandoned take-off.

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

System A combination of physical procedures and personnel organised to achieve a function.

Taxiway A defined path on a land aerodrome establishment for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another including;

a) Aircraft stand taxi lane. A portion of an apron designated as a taxi route intended to provide access to aircraft stands only. b) Apron taxiway. A portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron. c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways thereby minimising runway occupancy times.

Taxiway Holding Position

A designated position at which taxiing aircraft and vehicles may be required to hold in order to provide adequate clearance from a runway, or another taxiway.

a) Runway Taxi Holding Position. A Taxi Holding Position intended to protect a runway. b) Intermediate Taxi Holding Position. A Taxi Holding Position intended to protect a priority route.

Taxiway Intersection A junction of two or more taxiways. Threshold The beginning of that portion of the runway available for landing.



0.6 Abbreviations

AAIB Air Accident Investigation Branch ACN Aircraft Classification Number ADF Automatic Direction Finder AM Airport Manager AIS Aeronautical Information Service ALARA As Low As Reasonably Achievable ALARP As Low As Reasonably Practicable AO Airfield Operations ASDA Accelerate Stop Distance Available ATS Air Traffic Services ATSO Air Traffic Services Officer (also used is AGO) BCO Bird Control Operative BHCP Bird Hazard Control Plan CAA Civil Aviation Authority (UK) CAP Civil Aviation Publication DA Daedalus Airport DfT Department for Transport DME Distance Measuring Equipment EM Engineering Manager DFT Department for Transport FA Finance Assistant FOD Foreign Object Debris GA General Aviation GASIL General Aviation Safety Information Leaflet HAO Head of Airport Operations (RCA) HR Human Resources HRM Human Resources Manager HSE Health and Safety Executive ICAO International Civil Aviation Organisation LPA Local Planning Authority LDA Landing Distance Available LGP Long Grass Policy LSA Localiser Sensitive Area LVP Low Visibility Procedures MOR Mandatory Occurrence Reporting NATS National Air Traffic Services NOTAM Notice to Airmen ON Operational Notice OFZ Obstruction Free Zone OLS Obstacle Limitation Surface PCN Pavement Classification Number PDA Pre-Determined Attendance PNdB Perceived Noise Decibels PSZ Public Safety Zone QSA Quality Safety Audit



RA Risk Assessment RCA Regional & City Airports (CAA License Holder/Airport Operator) RESA Runway End Safety Area RFFS Rescue and Fire Fighting Services ROSPA Royal Society for the Prevention of Accidents R/T Radio Telephony RVR Runway Visual Range SAD Safety Assurance Documentation SAFO Senior Airport Fire Officer SATE Senior Air Traffic Engineer SHE Safety, Health and Environment SID Standard Instrument Departure SM Security Manager SMS Safety Management System SRG Safety Regulation Group SNOWTAM Snow State Message to Airmen STAR Standard Arrival Route TDZ Touch Down Zone TODA Take Off Distance Available TORA Take Off Run Available TRUCE Training in Unusual Circumstances & Emergencies UK AIP UK Aeronautical Information Publication VCR Visual Control Room VFR Visual Flight Rules WC Watch Commander



0.7 Reference Documents

UK AIP CAP 168 Licensing of Aerodromes CAP 232 Aerodrome Survey Requirements CAP 360 Air Operators Certificates CAP 382 the MOR Scheme CAP 393 Air Navigation Order CAP 413 Radiotelephony Manual CAP 493 Manual of Air Traffic Services (MATS) Part 1 CAP 637 Visual Aids Handbook CAP 642 Airside Safety Management CAP 670 Air Traffic Services, Safety Requirements CAP 683 Procedure for Runway Friction Monitoring Classification & Monitoring CAP 699 Standards for the Competence of RFFS Staff CAP 700 Operational Safety Competencies CAP 738 Safeguarding of Aerodromes CAP 748 Aircraft Fuelling and Fuel Installation Management CAP 760 Guidance on the Conduct of Hazard, Identification, Risk Assessment and

the Production of Safety Cases CAP 764 CAA Policy and Guidelines on Wind Turbines CAP 772 Aerodrome Bird Control CAP 791 Procedures for Changes to Aerodrome Infrastructure Annex 10 Aeronautical Communications ICAO Annex 14 (3rd Edition) Aerodrome Part 1 and Part 2



1 GT/11.0 - Safety Management Systems

1.0 Safety Management System Principles

1.0.1 Introduction

‘Safety Management’ is an integral part of aviation vocabulary. Across the industry a degree of confusion is evident as operational staff seeks to understand the requirements of safety management. Simply, it is the management of safety. It is about having policies, procedures and mechanisms in place to ensure that safety is given first priority and is managed in an orderly and not an ‘ad-hoc’ manner. Safety management is the systematic organisation of policies, procedures, personnel and other resources in order to provide safe operational services. These principles are intended to ensure that all system components (human, equipment and procedural) co-operate to meet the highest possible standards of safety consistent with the legal duty of care. Safety Management is a constantly evolving and developing technique. The possibility of improving safety will always be present. This Manual is intended to guide and build upon industry ‘Good Practice’ to achieve a working operation and environment as safe as is reasonably practicable and realistically possible. This systematic management of safety is intended to contribute to a safe aviation environment thereby contributing to the interests of customers, shareholders, management and staff. Safety Management will continue to evolve at the Airfield in the light of experience and all personnel are encouraged to contribute to this developing process.



1.1 Summary of Key SMS Principles

The following diagram outlines the key principles of Safety Management

1.1.1 Policy

The commitment of the organisation to safety and the direction to be followed.

1.1.2 Organising

The means by which the management, personnel, equipment and procedures will contribute to the achievement of safety policy. This will include other Airport documents such as the Aerodrome Manual.

1.1.3 Planning and Implementing

Using the Safety Management System to manage the safety risks.

1.1.4 Measuring Performance

By comparing the performance with the agreed standards.

1.1.5 Audit and Review

Learning and improving from experience. This Manual seeks to outline how the Airport will adopt and fulfil the above principles.

POLICY

ORGANISING

PLANNING &

IMPLEMENTING

MEASURING

PERFORMANCE

AUDITING

REVIEWING

PERFORMANCE



1.2 Corporate Approach

The Airport operates with various levels of management including the Licenced Airport Operator, Managing Agent, Senior Stakeholders and Land Owner; known as the ‘Airport Authority’ and referred to in this section as ‘Board level’. This viewed as the senior level of management associated with the decision making and budgetary authority for operating the Airport. It is recognised that the priority attached to safety at Board level will impact on the company safety culture. Safety is a priority matter at Board level where decisions affecting matters of safety significance are reviewed. The AM is the Board member with direct responsibility for safety matters and for bringing these matters to the attention of other Board Members. The Board is fully aware that safety incidents can impact seriously on business performance and therefore every endeavour is made to ensure that safety is afforded the appropriate priority and assumes an integral part of the business strategy. A healthy workforce will be more enthusiastic about and committed to work. It is therefore the policy of the Airport Authority to make a positive contribution towards the health and wellbeing of all personnel. The Airport Authority acknowledges that a proactive approach to safety management is essential. To this end the Airport Authority’s business plan is appropriately resourced to ensure that the Airport is able to operate safely and develop a robust company Safety Management System. A regular report will be submitted to the Board and will include statistics and analysis of accidents, incidents and safety significant occurrences and events. The Airport Authority will seek to implement good industry practice in developing a proactive safety culture. Organisational elements such as ATS, Ramp Control, RFFS and Engineering responsibilities interface with many operational functions carried out by other Airport / RCA departments. Therefore all organisational elements for safety management are fully integrated into the overall Airport operational Safety Management System.



1.3 Safety Priority

Safety is to be afforded the highest priority and appropriate resources are to be applied to safety related activities in pursuit of this policy. It is recognised that the priority attached to safety at Board level will impact on the company safety culture. In seeking to promote a safety culture, the Board will give priority and treat with gravity, all issues where decisions affecting matters of safety significance are reviewed. As evidence of the priority and importance attached to safety matters, the Board will take all reasonable steps to promote a safety culture. This will be a culture of openness, sound communications and learning from experience. The Airport Authority attaches priority to its objective of having a continual improvement in all matters related to safety. The Airport Authority`s business plan will be appropriately resourced to ensure that the Airport is able to operate safely and facilitate a Safety Management System. It is Airport Authority policy to give safety absolute precedence over any commercial, operational, environmental and working practice pressure. The Board will lead this process and ensure that its example is pursued throughout the Airport operation. The integrity of the Safety Management process demands that all risks to safety are managed as a matter of priority and that they are managed effectively. Risk management will therefore be integral in all processes affecting safety and will therefore be afforded priority. Any failure to achieve a safe Airport operation is likely to be costly in terms of injury, reputation and financially. It is therefore of paramount importance that at all levels and within all areas of the Airport operation, safety is given first priority.



1.4 Safety Culture

The Airport Authority recognises that safety management is as much about the whole culture as it is about regulations and procedures. It is therefore imperative that the concept of safety permeates company thinking from board level downwards and impacts on every aspect of the business operation. The safety culture is communicated, in part, by directors, managers and supervisors setting an example, providing strong leadership and by a visible and active support of staff. Important characteristics of a safety culture are:

disciplined procedures;

openness;

sound communications at all levels;

learning from past experience;

fairness;

‘no blame’;

sound delegation principles;

honesty;

mutual trust; It is recognised that a culture cannot be implemented, but can and must evolve with time. All reasonable steps will be taken by the Airport Authority to encourage such evolution. Business partners at the Airport are encouraged to contribute towards this safety culture. The Airport Authority will support staff in their endeavours for safety and encourage freedom of communication and reporting in order to further enhance safety improvement. Punitive action will not always follow human error although indemnity cannot be guaranteed where there has been gross negligence.



1.5 Safety Benefits

The Airport Authority recognises that operational safety is as much an indicator of business performance as any commercial measure of success in a developing business. The cost of accidents and incidents is measured not only in direct financial terms, but also in possible injuries to people and long term damage to the reputation of the Airfield. The Airport Authority recognises the benefit of a proactive approach to safety and that it is preferable to an approach which merely reacts when accidents and incidents have occurred. Prevention is better than cure. Evidence that safety is a priority issue will increase staff commitment, confidence in the business, and in turn will assist in promoting company excellence and business growth. It is essential to have a proactive Safety Management System. This demonstrates to shareholders, staff and customers that safety is afforded the highest priority. Employees will take a more responsible and mature attitude to operational issues when they perceive that they are making a contribution to the effective management of safety. This will in turn give confidence to Airport users whoever they may be.



2 Safety Policy

2.0 Safety Policy Overview

It is the Airport Authority’s policy to recognise and accept its responsibility to ensure, as far as is reasonably practicable, that it’s Aerodrome is safe for use by aircraft. This policy also provides for a safe and healthy working environment for all employees and all other persons whilst on Airport Authority premises. The Airport Authority and its employees shall: Organise and integrate the functions of the various departments and organisations into the overall Airfield operational safety management system. Identify who is accountable and responsible for every aspect of the operation. Ensure that competent persons are appointed to all safety related posts and that high priority is given to staff training and development plans. Comply with or exceed all relevant legislation and regulatory requirements. Industry good practice will be followed whenever reasonably practical. Ensure that safety issues are given full consideration in all changes to the management, equipment systems or operational staffing structure. Ensure that safety is not compromised or degraded in any way by the introduction of contractors into any aspect of the operation. Contractors providing services at the Airport will be required to demonstrate Safety Management System. All contracted services will be managed to ensure that all regulatory and Airport requirements are met. Plan, monitor and audit contracted services by appointed members of the Airport Authority Management Team appropriate to the service being provided. Any evidence of non-compliance with regulatory or Airport requirements may be used to remove contractors from site or to stipulate necessary changes in working practices. Address all safety issues, identify all safety hazards, manage the associated risks and reduce these to as low as is reasonably practical. Give flight safety absolute precedence over any commercial, operational, environmental and working practice pressure. Require all organisations contracted to provide services to the Airport, to demonstrate compliance with CAA, HSE, DfT and Airport Authority safety policies, requirements, regulations and procedures. Where practicable, maintains and improves safety levels in all operational activities.



Encourage the participation of all Airport staff members in the safety improvement process and incident/occurrence reporting system. To achieve with this policy, a proactive approach to safety management, as outlined in this document, adopted to minimise, as far as reasonably practicable, any contribution to the risk of an aircraft accident.



2.1 Safety Policy - Aircraft Operations

It is the Airport Authority’s Policy to ensure, so far as is reasonably practicable, that its Aerodromes are safe for aircraft operations, by the following means:

Maintaining an appropriate Safety Management System and a structure to manage, supervise and action all aspects of aircraft operations which fall within the Licensee’s areas of responsibility.

Compliance with regulatory requirements and relevant industry good practice.

Ensuring the availability of sufficient experienced, trained and competent staff to meet all regulatory and customer requirements.

Ensuring that the Aerodrome physical characteristics, facilities and procedures are adequate for the safe use by aircraft at the intensity and type of operation conducted at the Airport.

Liaising with the CAA on all matters relating to Airport development which may impact on Aerodrome safety.

Operating appropriate Safety Committees which meet regularly. The Committees will aim to promote a ‘good practice’ safety culture.

Consulting with operators, issuing procedures and auditing operations to ensure the integrity of airside operations.



2.2 Safety Policy – Employees

The Airport Authority recognises the contribution which people make to its safe and successful operation. Equally the Airport Authority accepts that a fit, enthusiastic and committed workforce, are central to such a contribution. The ultimate aim of the Airport Authority is to eliminate accidents and assist in the health improvement of its personnel. The Airport Authority recognises and accepts its responsibility to provide, as far as is reasonably practicable, a safe working environment for all its employees and to ensure their safety whilst on Airport Authority premises. From a legal viewpoint, ultimate responsibility for safety at work at the Airport rests with the Board of Directors. It is also a point of law that all employees have a responsibility towards themselves and any persons who might be affected by their acts or omissions. The Airport will meet its responsibilities by the provision and maintenance of the following:

Safe plant, equipment and systems of work;

Safe procedures;

Safe arrangements for the use, handling, storage and transport of articles and substances;

Sufficient information, instruction, training and supervision to enable all employees to contribute positively to safety and health at work;

A safe place of work and safe access to and from it;

A healthy working environment;

Effective arrangements for joint consultation on safety matters;

Encouragement of good communications at all levels within the Company;

Regular monitoring and review.



2.3 Safety Policy – General Public

Airport Authority policy is to ensure, so far as is reasonably practicable, the safety of all users of its Airport including contractors and their staff, tenants and concessionaires and their staff, passengers, visitors and the general public whilst on Airport Authority premises. The Airport will meet this responsibility by the following means:

Recognising that visitors, whoever they may be, will be unfamiliar with many of the Airport hazards;

The provision of a comprehensive information service so that neither passengers nor visitors are inadvertently subjected to safety hazards;

Ensuring the provision of adequate resources to ensure that passengers, including the aged and infirm, are processed through the Airport terminal/facilities without risk or hazard;

The maintenance of public areas in a safe condition;

The maintenance of all Airport Authority equipment on which cargo, baggage and passengers/visitors may be conveyed, in an efficient and safe manner;

A requirement that equipment operated airside by contractors or other third parties meets the standards detailed in CAP 642;

Informing contractors, when engaged in construction and or development projects, that they and their staff have a duty not to endanger the general public or themselves;

Informing concessionaires, tenants and other Airport users and their staff of the need to comply with the management policies;

Ensuring that Public Liability insurance cover is maintained.



2.4 Safety Summary Statement

Whilst all operators and managers of companies that are engaged in aircraft operations have specific responsibilities for safety, Regional & City Airports (RCA), as the Licensee of Lee on Solent Daedalus Airport has responsibilities to ensure safety, in the widest sense, on its premises. Whilst not detracting from or diminishing the responsibility of others, Lee on Solent Daedalus Airport will require all of its service partners, contractors and tenants to have written safe working and operating practices and will encourage and expect the adoption of industry good practice. x 01 July 2017 ………………………………… ……………………… Signed Dated Martyn Francis Airport Manager Solent Airport at Daedalus

Original Signed



3 Safety Aims

3.0 Objectives

It is accepted that by their very nature, aviation activities involve a degree of risk. It is the policy of the Airport Authority to address all safety issues and to manage risks effectively. The Airport Safety Management System aims to reduce risks as low as reasonably practicable (ALARP) and make risks visible to the appropriate management, supervisory or operational level responsible for managing those risks. The Airport Authority objective in respect of safety is to:

Comply with all regulatory requirements;

Use aviation industry ‘good practice’ with regard to all safety related issues;

Continually develop the Safety Management System in the light of industry development and Airport experience.

Safety objectives will be achieved using the system described in this manual. It is therefore the responsibility of each member of staff to strive to reduce the risk of the inherent hazards and prevent a hazard becoming an active link in a chain of events that could culminate in an incident or accident. The company safety culture is intended to encourage a proactive safety management and operating style which will act to promote, encourage, improve and reward safety.



3.1 Safety Levels

As stated in earlier parts of this manual, the company intention is that safety levels should be continually improving as a consequence of the safety management systems and procedures in place. Quantitative safety levels are used particularly in safety cases, thereby enhancing the ability to compare safety levels year on year. In order to make realistic measurements and therefore comparisons of Airport safety levels, it is necessary that adequate safety related data is captured and analysed. Again, other parts of this manual identify how such data is collected and used for this purpose. It will therefore be possible in future years to carry out accurate reviews of safety data, against the baseline of the early years, under this safety management system. All relevant statistics and information will be communicated to staff and Board Members.



3.2 Standards and Compliance

In the first instance it is essential that Airport Authority procedures and standards are compatible with all relevant ICAO, European, CAA, HSE, DFT regulatory requirements. It follows that all work procedures and practices operated at the Airport must then be in compliance with the aforementioned procedures and standards. The risk assessment, monitoring and audit processes described in this manual will be used to establish that the above standards and procedures are being used and proving adequate to meet the regulatory and company requirements. In due course this process will determine the baseline of the company safety standards against which subsequent inspections and audits will be made. Where staff have daily responsibilities for the monitoring of systems and procedures these are detailed in the various department instructions. It is the responsibility of the department managers to:

Be familiar with all regulatory requirements affecting their area of responsibility;

Identify and implement relevant procedures and standards introduced by the various regulatory organisations;

Establish clear lines of responsibility for each task within their department;

Ensure that personnel in their departments are competent for their roles;

Use the systems in this manual to determine the effectiveness and extent of compliance with these procedures and standards.



4 Safety Responsibilities

4.0 Overview of Safety Responsibilities

As stated in the Technical Administration section.

4.1 Safety Responsibilities

Safety is an integral function of both management and operational staff. All levels within the organisation are accountable for the safety performance within their areas of responsibilities. Safety responsibilities and lines of reporting are identified in the Technical Administration section. The operational management structure from Airport Manager downwards is intended to ensure that all aspects of safety are managed. Central to safety policy is the responsibility allocated to individuals, accountability of individuals for their actions and the allocation of necessary authority for the discharge of responsibilities. It is the responsibility of all Airport Authority supervisors to monitor safety performance within their own departments as follows:

Implementing and developing the safety management system within their department;

Carrying out risk assessments in accordance with Airport Authority procedures;

Providing assurance that the SMS is being implemented effectively;

Initiating remedial action following any shortcomings highlighted by the SMS;

Providing specialist advice and assistance where required;

Where deemed appropriate, arranging for specialist safety management training;

Identifying training needs within their area of responsibility;

Acting as a proactive focal point for all safety issues within their area of responsibility.

4.2 Safety Manager

Responsibility:

The responsibility for safety is discharged between the Airport Manager (AM) and the RCA Head of Airport Operations (HAO) supported by the supervisors.

In the event that it is appropriate supervisors can always have direct access to any tier of management, including the AM and HAO. The allocation of accountabilities and ‘reporting’ structure ensure that this role is fulfilled.

4.3 Reports to Board

The Airport Manager is responsible for compiling a monthly report which is submitted to the Airport Authority Board Meeting. This provides data concerning all incidents occurring at the Airfield.



4.4 Accountabilities

Safety Accountabilities for key staff is detailed in the Technical Administration section.

4.5 All Managers and Supervisors

General responsibility; as far as is reasonably practicable. (In addition to their specific responsibilities in the Technical Administration section):

Being aware of all current regulatory safety and health issues requirements appertaining to their area of responsibility;

The implementation of Airport Authority Health & Safety Procedures and Operational Procedures within their area of responsibility;

Developing a positive approach to safety and health issues;

Managing the use of equipment by ensuring that appropriate equipment is installed and maintained;

Determining the level of competence required by personnel in their area of responsibility, taking into account Regulatory and Company requirements;

Ensuring that roles within their area of responsibility are undertaken by competent persons;

Analysing training needs in order to meet and maintain competence requirements;

Planning appropriate training programmes to include all workplace vehicles, equipment, procedures and safety relevant to the area of responsibility;

Assessing the risk of contingencies occurring and developing procedures for business continuity during such occasions;

Monitoring and auditing safety performance;

Coordinating the investigation of incidents and accidents;

Leading by example;

Consulting with members within their area of responsibility and team building;

Maintaining relevant records on maintenance of equipment, personnel training, risk analysis, incidents.

4.6 Management Systems Manager, Environment / Sustainability Advisor, H&S Advisor.

The responsibilities of the Management Systems Manager, Environment / Sustainability & H&S Advisor are contained within CIMS/RCAM/DA/GT/0.0, Section 0.4.4



4.7 Competency

Competence is broadly defined as SQEP (Suitably Qualified & Experienced Personnel);

Possessing the requisite knowledge;

Experience in performing a particular role;

Ability to apply the knowledge and experience

In receipt of the required qualification. The Airport Authority aims to ensure that competent persons are appointed to all safety related posts and tasks. All employees must be competent for their role in the interest of their own health and safety and that of other people who may be affected by their work. In certain roles the regulatory authorities stipulate the necessary licensing requirements and the means whereby competence is obtained, maintained and checked. The Airport Authority will comply with all regulatory requirements in this respect. The Airport Authority will give high priority to staff training and development plans in order to ensure the availability of competent staff. In order to determine the necessary degree of competence for a given role the accountabilities will be analysed. On a continual basis an analysis of training needs and subsequent training provision will ensure that all staff are competent for their roles by virtue of their training, qualifications where appropriate and their experience. In every case it is of paramount importance that staff continue to acquire necessary knowledge and that they are able to apply knowledge correctly. The monitoring and audit processes are designed to establish compliance with this requirement. Whenever staff competence is checked and found to be inadequate to meet regulatory or Company requirements, action appropriate to the situation, such as temporary withdrawal from duties, re-training and re-assessment are to be undertaken. It is the responsibility of the Supervisors to consider the following:

Are the recruitment and placement processes adequate to provide suitable personnel in all roles?

Are personnel correctly licensed, if appropriate?

Is the induction programme sufficiently robust for new personnel joining the team?

The adequacy of mechanisms to determine and meet the training requirements for new staff as well as any equipment, procedure or structural changes;

Is refresher training appropriate to maintain competency?

The adequacy of arrangements to ensure competent cover for staff absences, particularly those with safety critical roles;

Is the training for dealing with contingencies relevant?



Is the training effective?

The motivation of staff.



5 SAFETY PROCEDURES

5.0 Consultation and Cooperation

It is a legal requirement for all employees in to be consulted about those workplace health and safety issues which affect them. The Airport Authority recognises not merely its legal responsibility but also the principle that when the workforce are enabled to make informed contributions on safety issues generally, then the whole safety and working environment will be enhanced.

5.1 Communications

Despite the mechanisms available for communicating, there is too often a failure to communicate in organisations and within areas of responsibility. The Airport Authority wishes communications to be effective in all directions within the Airport;

From senior management and supervisors to staff;

From staff to supervisors and senior management;

Between areas of responsibility;

Inwards from other bodies;

Outwards to other bodies;

Between operational staff, particularly in terms of ‘handing over’ information to staff coming on duty, staff returning from leave or returning from other periods of absence.

It must not be forgotten that apart from the technical means of communicating, the ‘behaviour of people’ within the Organisation, will normally communicate a powerful message. In particular, the behaviour of management and supervisors will either support or undermine the written and spoken word. It is the responsibility of the Supervisors to establish mechanisms within their area of responsibility as follows:

Means of communicating and consulting with individual members of the team on a frequent and regular basis;

Provision for staff suggestions to be received;

Establish task Groups with responsibilities for devising procedures, assessing risks, measuring performance and solving particular problems.

This will encourage staff members to take an active part in improving procedures and safety processes.



5.2 Communications Content

It is the responsibility of the Supervisors to ensure that the Airport Authority Safety Policy is understood and implemented throughout the Company. Managers and Supervisors must communicate the following;

The meaning and purpose of the Safety Policy;

The beliefs and values underpinning Safety Policy;

The commitment of Senior Management to the policy;

The thinking behind standards, procedures and systems;

The intent of safety improvement processes;

Factual information which will help to secure the commitment of employees;

Willingness to listen to staff suggestions;

Reports on Company performance;

Lessons learned from incidents and accidents.

5.3 Risk Management

See CIMS/RCA/DA/GT/6.0.

5.4 Risk Assessment Process

In order to manage risks, it is first necessary to identify the potential hazards together with the likelihood of their impact occurring. The consequent outcome is then considered together with appropriate mitigation and management measures. Good industry practice is to be used in the hazard identification and risk assessment practice. The process involves reviewing the effect of an event combined with the probability of that event occurring. Risk assessment is relevant as an ongoing process AND when there is change. This section is relevant in both of these circumstances. In order to formally assess the significance of change in relation to change of personnel, equipment and procedures, the change of procedure plan is to be followed. CAP 760 provides useful guidance on this topic.



5.5 Hazard Identification

This is to ensure that the new proposal or change has been properly thought through with a conscious effort to identify any risks which it may entail. The methodology is straightforward. A small group of appropriately experienced people are to identify where potential hazards, including failures, may exist with personnel, equipment or procedures. Some of the methods of identifying hazards may need lateral thinking by people who are unencumbered by past ideas and experiences. The following methods are used to identify hazards:

Checklists;

Judgement based on previous experience;

Records and trend analysis;

Brainstorming meetings;

Systems analysis, which looks at gaps in how systems are working;

Scenario analysis, which imagines possibilities for hazard or error. Note, the hazard identification process is used to identify potential safety hazards, not inconveniences or aspects that may impact only on the effectiveness or efficiency of a new or modified procedure.



5.6 Hazard Analysis

The hazard analysis represents a progression from the identification of hazards into a more detailed analysis. Again, it is to consist of a ‘Group review’ with the same type of participation as the identification process but using a "what if…? so what…?" technique. Each hazard is analysed as follows: Identified Hazard.

State the hazard identified. Incident sequence.

Identify the circumstances under which a hazard might occur and provide detail of the likely sequence of events leading to a compromise in safety. This means that some of the identified hazards may be dismissed as unrealistic under the circumstances; these are to be documented, together with the reasons.

Severity/probability/risk classification.

Assess the unmitigated hazard severity category along with the anticipated probability/likelihood, which will normally be qualitative and based on the experience of the team involved. These two parameters combined identify an associated risk classification in association with the tables below.

A Risk Assessment should be completed using the tables below.



Table 1 – Severity / Consequence Mitigation Level

SEVERITY / CONSEQUENCE MITIGATION LEVEL (as defined by CAP760 - Guidance of Hazard

Identification, Risk Assessment and the Production of Safety Cases)

NO EFFECT IMMEDIATELY (NEGLIGABLE)

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

SIGNIFICANT INCIDENTS (MINOR)

Significant Incident involving circumstances indicating that an accident, a serious or major incident could have occurred, if the risk had not been managed within safety margins, or if another aircraft had been in the vicinity. A significant reduction in safety margins but several safety barriers remain to prevent an accident. Reduced ability of the flight crew or air traffic control to cope with the increase in workload as a result of the conditions impairing their efficiency. Only on rare occasions can the occurrence develop into an accident. Nuisance to occupants of the aircraft or staff/members of public at the aerodrome.

MAJOR INCIDENTS (MAJOR)

A Major Incident associated with the operation of an aircraft, in which safety of aircraft may have been compromised, having led to a near collision between aircraft, with ground or obstacles. A large reduction in safety margins. The outcome is controllable by use of existing emergency or non-normal procedures and/or emergency equipment. The safety barriers are very few approaching none. Minor injury to occupants of the aircraft or staff/members of public at the aerodrome. Minor damage to aircraft or major aerodrome facilities may occur.

SERIOUS INCIDENTS

(HAZARDOUS)

Serious Incidents as defined in Council directive 94/56/EC1 for air traffic services. For the aerodrome, an event where an accident nearly occurs. No safety barriers remaining. The outcome is not under control and could very likely lead to an accident. Damage to major aerodrome facilities. Serious injury to staff/members of public at the aerodrome.

ACCIDENTS (CATASTROPHI

C)

Accidents as defined in Council directive 94/56/EC1 for air traffic services. Also includes loss of or substantial damage to major aerodrome facilities. Serious injury or death of multiple staff/members of public at the aerodrome.

1. As defined in Council directive 94/56/EC of 21 November 1994 establishing the fundamental principles governing the investigation of civil aviation accidents and incidents, OJ L 319 of 12 December 1994, p. 14-19. See the Glossary in CAP 760 for definitions of Accident and Serious Incident taken from the Council directive reference. Major Aerodrome Facilities may include: Aerodrome buildings and hangars, fuel installations, air traffic service equipment installations, the runway and lighting system, principle taxiways, rescue service vehicles, service vehicles etc.



Table 2 – Probability / Likelihood Mitigation Level

PROBABILITY / LIKELIHOOD MITIGATION LEVEL (as defined by CAP760 - Guidance of

Hazard Identification, Risk Assessment and the Production of Safety Cases)

EXTREMELY IMPROBABLE

(Qualitative Definition) - Should virtually never occur. (Quantitative Numerical Definition) - < 10-9 per hour. (Quantitative annual/daily equivalent (approximate) Definition) - Never

EXTREMELY REMOTE

(Qualitative Definition) - Very unlikely to occur. (Quantitative Numerical Definition) - 10-7 to 10-9 per hour. (Quantitative annual/daily equivalent (approximate) Definition) - Once in 1000 years to once in 100,000 years

REMOTE

(Qualitative Definition) - Unlikely to occur during the total operational life of the system. (Quantitative Numerical Definition) - 10-5 to 10-7 per hour. (Quantitative annual/daily equivalent (approximate) Definition) - Once in 10 years to once in 1000 years

REASONABLY PROBABLE

(Qualitative Definition) - May occur once during total operational life of the system. (Quantitative Numerical Definition) - 10-3 to 10-5 per hour. (Quantitative annual/daily equivalent (approximate) Definition) - Once per 40 days to once in 10 years

FREQUENT

(Qualitative Definition) - May occur several times during operational life. (Quantitative Numerical Definition) - 1 to 10-3 per hour. (Quantitative annual/daily equivalent (approximate) Definition) - Once per hour to once in 40 days



Table 3 - Risk Matrix

RISK MATRIX PROBABILITY OF OCCURRENCE / LIKELIHOOD

EXTREMELY IMPROBABLE

EXTREMELY REMOTE

REMOTE REASONABLY

PROBABLE FREQUENT

ESA

RR

4 S

EVER

ITY

/ C

ON

SEQ

UEN

CE

ACCIDENTS (CATASTROPHIC)

5 REVIEW

10 UNACCEPTABLE

15 UNACCEPTABLE

20 UNACCEPTABLE

25 UNACCEPTABLE

SERIOUS INCIDENTS

(HAZARDOUS)

4 ACCEPTABLE

8 REVIEW

12 UNACCEPTABLE

16 UNACCEPTABLE

20 UNACCEPTABLE

MAJOR INCIDENTS

(MAJOR)

3

ACCEPTABLE 6

ACCEPTABLE 9

REVIEW 12

UNACCEPTABLE 15

UNACCEPTABLE

SIGNIFICANT INCIDENTS

(MINOR)

2

ACCEPTABLE 4

ACCEPTABLE 6

ACCEPTABLE 8

REVIEW 10

UNACCEPTABLE

NO EFFECT IMMEDIATELY

(NEGLIGABLE)

1

ACCEPTABLE 2

ACCEPTABLE 3

ACCEPTABLE 4

ACCEPTABLE 5

REVIEW

RAG (Risk Action Grading) score = Severity x Probability



Table 4 - Risk Classification / Tolerability Matrix

RISK CLASSIFICATION / TOLERABILITY MATRIX

GRADE TOLERABILITY

ACCEPTABLE

The consequence is so unlikely or not severe enough to be of concern. The risk is tolerable and the Safety Objective has been met. However, consideration should be given to reducing the risk further to As Low As Reasonably Practical (ALARP) in order to further minimise the risk of an accident or incident.

REVIEW

The consequence and/or likelihood is of concern; measures to mitigate the risk to ALARP should be sought. Where the risk still lies within the 'Review' region after ALARP risk reduction has been undertaken, then the risk may be accepted provided that the risk is understood and has the endorsement of the individual ultimately accountable for safety within the organisation.

UNACCEPTABLE The likelihood and/or severity of the consequence is intolerable. Major mitigation or redesign of the system may be necessary to reduce the likelihood or severity of the consequences associated with the hazard.

GUIDANCE: Where several different hazards may all lead to the same consequence (accident/incident) - i.e. fifty hazards that all lead to the same undesirable consequence e.g. 'extremely remote'; consideration should be paid to the probability of the consequence occurring that may move the consequence from 'Acceptable' to the 'Review' or 'Unacceptable' regions of the table. Assumption may be made that more than 50 of the same level of hazard consequences should move the overall consequence probability up by one classification - i.e. from 'Extremely Improbable' up to 'Extremely Remote'.



Table 5 - Risk Ownership & Action Grading

RISK OWNERSHIP & ACTION GRADING

RISK OWNER

RISK RATING (FROM/TO)

GRADE ACTIONS TO BE TAKEN

Assessor 0 1 (T) TRIVIAL

No initial action but the facts must be recorded. The assessment may need conformation or planned review. The only exception must be when the consequences are fatal or write-off and the assessment team needs to reconsider their judgement on the overall grading.

Supervisor 2 5 (L) LOW

Any action should be possible at local level and attempts made where reasonably practicable to reduce the risk into the 'Trivial' category.

Supervisor / AM 6 11 (M) MEDIUM

The action in this band will depend on the level of authority of individual managers and cooperation of employees. The idea is to move down a grade as soon as reasonably practicable but a factor in such a decision may be the need to clear high-risk or even affect far more low-risk areas, giving a better overall environment for employees.

AM/HAO 12 20 (H) HIGH

Every effort should be made to reduce this risk by at least one grade, i.e. 'Medium'. Action should be taken urgently by the manager to alert all employees to the level of risk and action proposed to reduce such a level of risk.

HAO 25 25 (I) IMMEDIATE The activity MUST be STOPPED and IMMEDIATE action taken to prevent certain fatality, or total loss.



5.7 Safety requirement.

State the safety requirement - what is trying to be achieved through mitigation?

5.8 Mitigation.

State the mitigation of hazards or methods by which hazards will be eliminated to achieve the safety requirement. For example;

Re-design solutions;

Changing Standard Operating Procedures;

Ongoing reviews of the activity or task;

Recurrent training;

Improved supervision;

Targeted safety information or advice;

Contingency planning;

Improved maintenance;

Limit exposure to the risk. All mitigation should be in place before the implementation date. Exceptionally, where the operational needs dictate, a change may be implemented before all mitigation is in place provided that the reason for this is justified and sanctioned by the relevant risk owner end endorsed, where appropriate, by the Airport Manager/RCA Head of Airport Operations.



5.9 Severity/probability/risk classification.

Re-assess after mitigation and states the revised parameters and classification.

5.10 Remarks.

Any relevant comments.

5.11 Assurance

This provides assurance that all the actions necessary to implement the required mitigation have been carried out. Where there are outstanding actions these must be resolved before the change is implemented to close the audit trail loop.

5.12 Records

All cases are to be retained on file. This will assist management teams when tracing data and also aids the audit process. All Airport Authority staff using the risk assessment process are required to ensure that comprehensive records of all risk assessments are maintained in an auditable manner.



5.13 Risk Assessment and Mitigation Documentation

Records the results and conclusions of the risk assessment and mitigation process of a new or changed safety significant system, and that this documentation is maintained throughout the life of the system. Each area of responsibility has documentation to include a full hazard analysis, mitigation factors and techniques leading to a ‘Safety Risk Register’, which can be interpolated, into ALARP/ALARA. The SMS is intended to ‘build defences’ and is modelled on the reason approach but is, and will, as far as practicable, remain ‘qualitative’. However the ‘Safety Risk Register’ approach will be used to prove a ‘semi quantitative’ argument. The “Safety Risk Register’ will form the basis of the ‘safety assurance’ documentation (sometimes called a safety case). Each area of responsibility is to develop safety assurance documentation appropriate to its assurance requirement, business drivers, legislative and regulatory environment. Any change, whether to personnel, equipment or procedures, has inherent risk and contains both latent and active failure possibility. All changes therefore are to be subject to full hazard identification and analysis and risk mitigation. Staff involvement, all staff are both encouraged and expected to take part in the safety assurance and safety management processes. As well as any formal involvement of staff e.g. safety surveys, all operating companies are to establish a method of enabling staff to actively report, advise and suggest areas of concern and needing safety improvement. The process is to be ‘two way’ with staff receiving replies and update to suggestions etc.



5.14 Management of Change

There is inevitably a possibility of increased risk whenever there are any organisational changes. An ad-hoc approach is unacceptable in that it may fail to provide for every element affected by the change process. Therefore an objective of the safety management system is to provide a framework for managing significant change and addressing risks when introducing or changing:

Equipment;

Systems;

Procedures;

Personnel structures. All such changes must be adequately addressed to ensure that safety is not degraded during or as a consequence of such changes and that wherever practical, safety is enhanced by such changes. A significant change is deemed to have an impact on the safety or effectiveness of a procedure.

5.15 Responsibility

The appropriate area of responsibility supervisor/manager is responsible for:

Introducing new equipment, procedures and/or personnel structures in such a manner as to enable operational requirements to be met during and subsequent to any changes;

Identifying operational requirements during any process of change;

Ensuring that a change of procedure plan is devised and followed prior to and during the introduction of any new equipment, procedures or personnel;

Following the risk assessment process identified above including an impact analysis if required;

Involving relevant staff in a critical analysis and ranking identified risks;

Taking action as necessary to improve service quality or provide any training requirements identified as a result of the proposed changes and in order that changes are integrated in a managed fashion;

Monitoring the effects of any change process to identify weaknesses. Notes on the following pages provide guidance on the completion of these forms.



5.16 Completion of Forms

Management of Change Request Form (CIMS/RCA/DA/GTF/10.0) referenced in – CIMS/RCA/DA/GT/1.0

Document name, Date requested, Owner: To be completed by originator

Reason for change: New requirement, replacement equipment etc.;

Details of change: A brief outline of the proposal;

Comment by document owner: Any relevant comments to include reason for rejection (if applicable)

Action, Completion date and signature: To be completed by document owner.

5.17 Impact Analysis (if required)

Individual receives notice of a re-issue or amendment to a document/publication that they have been allocated responsibility for; that individual is to ensure the details are added to the next Ops Meeting Agenda for delegation of task. Chair of the Ops Meeting will delegate the responsibility for completing the Impact Analysis; the form can be found on CIMS under CIMS/RCA/DA/GTF/10.4. This process is to be completed in the allocated timeframe; generally the analysis will be required for the next Ops Meeting. An action shall be annotated within minutes of the meetings to ensure the analysis is forwarded to subsequent Ops Meetings. To complete an Impact Analysis an individual will be expected to review all pages listed as changed within the document and recommend any action to be taken. Once complete an electronic copy of the analysis must be forwarded to the Secretary of the Ops Meeting for inclusion at the next meeting, adding to the Impact Analysis Register and filing. The results of the Impact Analysis shall be available for the next Ops Meeting where it will be reviewed. Changes will be highlighted and if necessary the Chair will task personnel to complete any required actions. At subsequent Ops Meetings within the review of actions all amendments highlighted within an Impact Analysis will be raised until complete. Once all actions have been completed within an Impact Analysis is can be signed off complete and filed.



5.18 Contracted Services

In the context of this manual a contractor is any organisation providing materials, or services to the Airfield Authority which impacts on the operation of the airfield. It is essential that the Airport Authority Safety Management System is not compromised or degraded in any way by the introduction of contractors into any aspect of the operation. Whilst it is recognised that many companies and organisations working in the aviation sector have efficient safety management systems, this may not always be the case and must not be assumed.

5.19 Responsibilities

The Aerodrome Manual for the Airport identifies responsibilities for the appointment of contractors operating for and on behalf of the Airport Authority as well as for overseeing monitoring arrangements of other contractual arrangements appertaining at the Airport.

5.20 Contractor Standards

Ref: CIMS/RCA/DA/AO/14.1 – Control of Contractors Assurances of the following are to be considered when assessing the competence of any contractor:

Technical ability, including qualifications and skills;

CAA approval (if relevant);

Experience and examples of the type of work;

Performance record;

The compatibility of the contractor’s SMS with the Airport Authority SMS;

Health and Safety record. Contractors are to be required to meet standards set by the Airport Authority. Such standards, appropriate to the task, must take into account all relevant requirements established by ICAO, European and CAA Regulatory Authorities, HSE as well as industry good practice.

5.21 Procedures

Whenever, and in whatever circumstances the services of a contractor are employed, the appropriate Airport Authority SMS procedure is to be followed in order to ensure that such services are safely integrated. Contractors are to be consulted through the change to operating procedures detailed in this document whenever a change to operating procedures or equipment will affect their existing operation, safety or welfare.



5.22 Monitoring of Contractors

The standard of all contracted services is to be monitored and audited by an appointed member of the Airport Authority appropriate to the service being provided. The evidence gained, if failing to meet Airport Authority standards may be used to remove contractors from site or to stipulate necessary changes in working practices. Similarly this data is to be retained and used for reference whenever the same contractor is being considered for future contracts.

5.23 Documents

All document changes and controls in line with the Document Management Governance Document CIMS/RCA/DA/GT/1.0 which describes how all users prepare, review, update and issue procedural documentation that forms part of the Airport Authority CIMS. An operating principle at the Airport is to fully comply with or to exceed the requirements of all appropriate National, European, or International standards and requirement setting bodies. Documents play a significant part in the operational running of aviation activities. It is therefore essential that all necessary documents, whether external publications or internal manuals are readily available and reliable. Document pages, whether internal or external are not to be photocopied unless approved by the AM. This is to prevent the proliferation of out of date information. Hand written amendments are not permitted in any Aerodrome Manual related documents.

5.24 Document Content

All instructions and procedures used in manuals are subject to CIMS/RCA/DA/GT/1.0. The responsibility for implementing procedures is to be clearly identified. The authority for using equipment is to be clearly identified. Use of words - When writing instructions the words below are to have the meanings indicated below:

May – Permissive

Will - A description of what will happen in a given situation (not to be used as an instruction.)

Should - Strongly Advisable

Must, is to, are to, shall - A mandatory instruction/requirement

5.25 Document Relationship

The relationship of the Airport internal documents is shown CIMS/RCA/DA/GT/0.0 section 1.0



6 Safety Assessment & Assurance

6.0 Safety Assessment

A fundamental aspect of safety management is the assessment of all aspects of the operation, together with any changes to it, for safety significance. Safety assessment includes procedures, systems, equipment and people. Whenever there are changes or proposed changes to any of these, the impact on safety must be determined. Change should always lead to safety improvement. If the assessment concludes that a change will have a negative impact on safety, then a review of the plans will be required. Safety assessment will include the risk management process whereby hazards are identified, assessed for their significance and managed accordingly. The training needs analysis is important in determining that all staff and particularly those with a significant role are properly trained for their role. The monitoring, inspection and audit processes are a vital part of the safety assessment process in order to establish the effectiveness of safety management measures. All safety assessments, whether conducted by internal or external groups, are to be recorded for use in any subsequent review of safety procedures. The mechanisms for Safety Assessment are detailed below.

6.1 Safety Assessment Records

Sound and comprehensive records are an important aspect of a safety management system. Safety regulators determine some of the records which must be maintained. Many records are retained to assist in tracking patterns of personal behaviour, failures with equipment, procedures, measure current safety standards and arrange subsequent safety priorities. In the event of investigation or litigation following any incident, sound records will be of immense value.



6.2 Records to be retained

Department managers are responsible for retaining the following records and where appropriate copying to personal files:

Personnel changes;

All training whether mandatory or otherwise;

All competency assessments;

Risk assessments;

Safety monitoring;

Internal and external audits;

Change management procedure forms;

Incident and accident reports;

Mandatory occurrences;

Health and Safety Issues;

Bird strikes.



6.3 Safety Assurance Documentation

Safety Assurance Documentation contains arguments and evidence that a system or procedure meets or exceeds any relevant safety standard. Safety assurance documentation provides evidence and a record of all safety related activities. It is used in order to prove to the company itself and any other body with an appropriate interest, that safety risks are being managed efficiently.

6.3.1 Current Operations.

The Airfield Authority is continually developing Safety Assurance Documentation for current operations. This may include:

Description of the system or procedure;

Operational procedures;

Compliance with regulatory requirements;

Risk assessment and management;

Safety accountabilities;

Modification procedures;

Maintenance arrangements (equipment);

Training requirements;

6.3.2 Change of Operations.

When a change is proposed, the change procedure is to be followed and associated Safety Assurance Documentation must address the following issues:

New operational requirements;

Responsibility for the change process;

How the change process will be managed without degrading safety;

Risk assessment, mitigation and safety requirements;

Evidence that the new system/procedure will meet the required safety requirements;

Evidence that there will be no negative impact on safety during and as a consequence of the change;

New operating and maintenance requirements;

Any revised monitoring arrangements;

6.3.3 Safety Cases

A safety case is a documented demonstration of an undertaking’s approach to the management of safety and is based around a description of its safety management system. The safety case also includes a description of the company’s operations and details of a systematic risk assessment, including results and analysis of actual accident statistics.



All new systems and changes to operational systems are to be assessed for their safety significance and system functions are to be classified according to their criticality. Where deemed appropriate, as a result of this assessment, a safety case will be provided. As part of this safety demonstration, methods for the systematic prediction and assessment of safety performance are now routinely applied both to existing Airport/unit operations and to the design of new works and equipment and facilities projects. This approach will require documentation of the hazards and associated risks together with measures in place to eliminate and control them. A safety case regime does not provide a guarantee of safety, however, the involvement of the safety regulator within a safety case regime should provide an added level of confidence that Airport /unit undertakings is capable of discharging its legal responsibilities to control the risks. A safety case regime imposes more rigid frameworks on the safety regulator and requires more positive regulator engagement than other approaches to regulation. The Airport /unit undertaking’s documentation provides part of the basis for targeting safety regulator intervention. The safety case template is to be found in CAP 760.

6.4 Training Records

The company uses an electronic recording system for the recording and retention of all training. Each department has individual employees logged in a database including their details and training headings. The system has built in features to ensure training is not only current but also respective to their role.



7 Performance Review

7.0 Introduction

In order to properly assess and measure the effectiveness of the safety management system, it is necessary to have appropriate mechanisms in place. This part of the manual outlines the process whereby the safety performance is measured, audited, reviewed and consequently improved at the Airport. It is important to recognise that the effectiveness of the safety management system cannot be measured simply by the absence of accidents.

7.1 Monitoring

It is recognised that as a general principle, operational staff will normally recognise deficiencies in the safety system, whether this involves policy, procedures, equipment or staff. Equally, it is essential that such deficiencies are logged or reported using the existing CAA, HSE or Airport Authority mechanisms. In the context of safety management, safety monitoring is simply the process of comparing safety ideals with reality. An important part of this process is comparing safety critical activities year on year. The entire monitoring process, including audit and inspection, is intended solely to improve overall system safety. It is not the purpose of monitoring systems to find fault with individuals although inevitably, from time to time, this may be an outcome. It is important to use active monitoring to monitor the degree to which safety objectives are being achieved and the extent of compliance with laid down standards. Reactive monitoring of incidents and accidents is also a part of the process whereby performance is checked, safety trends established and most important, there is learning from mistakes. Monitoring is also important to determine the effectiveness or weaknesses whenever new policies, procedures, equipment or staff are introduced. The formal audit system, referred to earlier, fulfils a significant part of the monitoring requirement and in addition, inspections, examinations and continuous assessment processes will be used. As a consequence of monitoring. It may be necessary on occasions to intervene with urgent action if immediate risks become evident.



7.2 Responsibility for monitoring

Managers/Supervisors are responsible for monitoring accidents, incidents and occurrences and assisting in the process of determining whether or not any weakness in safety critical policies, equipment or procedure has been a contributory factor.

7.3 Proactive Monitoring

The following methods of proactive monitoring are to be used:

observing work practices;

competency checks;

reading logs, forms and reports;

systematic inspections;

operation of audit systems;

manager/supervisor meetings;

informal discussions with managers/supervisors and staff;

7.4 Reactive Monitoring

Reactive monitoring is triggered by an event such as:

Accidents and Incidents;

When systems or procedures show signs of failure;

If occurrences elsewhere suggest timely intervention.

7.5 Records of Monitoring

Records of all safety monitoring activities are to be retained as part of the safety assurance documentation. It is of particular importance that findings are recorded both negative and positive. The former will require corrective action and the latter will be used to reinforce the safety culture and encourage staff. Records are essential in establishing undesirable trends and determining appropriate remedial action.

7.6 Non-Compliance

See document CIMS/RCA/DA/GT/7.0 – Non Compliance, Corrective and Preventative Action.



7.7 Inspections

7.7.1 General

Inspections form an important part of active monitoring. They are to be used in the following circumstances:

If there is a legal requirement;

when there is a regulatory requirement;

If deemed necessary by local instructions;

When recommended by equipment manufacturers;

When there is increased risk associated with a particular procedure;

When any doubt exists as to the integrity of systems, equipment, personnel or procedures.

7.7.2 What and When to Inspect

It is the responsibility of Managers/Supervisors to provide an inspection routine within their area of responsibility. The routine is to identify the circumstances in which inspections are required and the inspection content.

7.7.3 Responsibility for Inspection

Only personnel who have been deemed competent are permitted to carry out inspections. Such persons are to be competent to identify hazards and any associated risks. It is the responsibility of Managers/Supervisors to allocate responsibility for inspections.

7.7.4 Reporting Procedures

A sound reporting system is required for the following reasons:

So that defects and weaknesses can be corrected;

To record remedial actions;

In order to build up a database of problem issues;

Provide an audit trail;

To demonstrate the integrity of the inspection process. It is the responsibility of Managers/Supervisors to establish procedures for collating information detected during inspections.

7.7.5 Audit

See CIMS/RCA/DA/GT/3.0 - Audits and Audit Management.



8 The Safety Learning Process

8.0 Safety Significant Events

8.0.1 Reporting Culture

There is a natural human tendency to avoid reporting incidents etc. The reasons behind this reluctance include laziness but a more likely reason is fear of possible personal implication in the event. As stated earlier, if significant steps in safety improvement are to be achieved, then openness and personal contribution to the process is of paramount importance. Clearly there is a mandatory requirement to make certain reports.

8.1 Purpose of Reporting

It is recognised that a fundamental aspect of any safety management system is the capture of information on incidents, occurrences and events, which in different circumstances may have resulted in a more serious outcome. The primary purpose of the reporting process is as follows:

establish causes;

identify any underlying causes;

establish safety trends;

learn lessons;

take corrective action;

minimise the likelihood of recurrence. The fact that accidents are not happening is not evidence of a safe system. It is recognised, in the context of SMS, that while ever there are incidents, occurrences or other safety significant events taking place, then there is potential for an accident to occur.



8.2 Reporting Procedure

All accidents involving injury to personnel and damage to aircraft, vehicles, equipment and buildings are to be reported. The formal CAA Mandatory Occurrence Reporting (MOR) system, enshrined in the Air Navigation Order, is the prime example of this and should ensure that all incidents and occurrences covered by this system are reported. Line managers and Supervisors are required to ensure compliance with the MOR scheme. Additionally safety significant events must be reported. Some of these safety significant events will be ‘near misses,’ others will be simple events. All are safety significant. The majority of accidents are the consequence of a number of events. Issues which would not normally be reported under the MOR scheme are to be reported following internal procedures. In the situation where any person wishes to retain anonymity, the ‘Anonymous Incident Report Form’ may be used.

8.3 Investigation

All reports are to be investigated. Reports to external authorities will inevitably involve investigation by those external authorities. Regardless of any investigations carried out by external authorities, all reported incidents, occurrences and events are to be investigated and reviewed by appropriate Airport Authority staff who possess the necessary competence to make authoritative recommendations. When necessary an independent competent person is to head the process. The investigation may look not only for causes but also the efficiency with which any incident/accident was handled.



8.4 Report Findings

The results of investigations must be ‘fed back’ to those involved in the incident and other members of staff because:

They are interested in outcomes;

So that they can learn about incident/accident avoidance;

It will help staff to learn how to handle similar situations;

It will encourage them to continue reporting. The reports of such investigations will be published and made available to all relevant staff and external organisations where appropriate. It is the responsibility of Managers/Supervisors to ensure, to the extent that it is possible, that relevant staff both have access to and read such reports.



8.5 Safety Promotion

The earlier parts of this manual have explained that learning from experience is at the heart of safety management. From Board level downwards, this learning process must take place. The policies and procedures contained in this manual seek to enable this process of learning. Additionally the culture of openness and freedom of communication will assist this process. It is the responsibility of all Airport Authority employees to take every opportunity to read accident and incident reports, whether or not such reports involve aircraft. Such reports may include any of the following:

Aircraft accident and incident reports;

Mandatory Occurrence Report digests;

Airport reports;

Aeronautical Information Circulars;

Health and Safety reports;

Quarterly GASIL magazine;

General Aviation Safety Committee Publication;

Airport Authority internal incident reports;

Safety related notice boards;

Minutes of safety related meetings. Safety promotion is assisted when members of staff contribute their suggestions on safety issues. The Airport Manager/RCA Head of Airport Operations is responsible for ensuring that all safety reports and safety information reaches all relevant staff. Managers/Supervisors are responsible for establishing systems to ensure that members of their areas of responsibility read such information.



8.6 Lesson Dissemination

This is the ‘mechanics’ of the philosophy of safety promotion and the use of safety significant events as part of the learning process. To achieve this aim, safety information gathered from the reporting, auditing and supervisory process will be distributed as appropriate in:

safety meetings;

handover systems for urgent messages;

health & safety reports. It is important that the volume of safety related reading material does not detract from its significance. A formal ‘sign as read’ system is to be administered by the managers/supervisors.

8.7 Safety Improvement

Safety improvement is the central objective of civil aviation and the purpose of a safety management system. The previous parts of this manual have identified the component parts of an effective safety management system. As with any system, it will only be successful when all of those associated with it, understand its importance and share the common goal of safety improvement. The monitoring, reporting and review processes are designed to ensure that lessons can be learned. It is imperative that such lessons are incorporated into the existing safety processes. All Airport Authority staff are therefore required to identify potential hazards, suggest solutions to safety problems and contribute to the process of safety improvement. However, while this manual refers to a ‘system’ and the system itself is vital, it must not be forgotten by anyone with a safety significant role that the company culture will be of overriding importance. Those members of staff with a management/supervisory role have a particular. All operational staff are to be proactive in highlighting safety issues and proposing realistic and achievable safety improvements.



9 Safety Reporting System

9.0 Airport Occurrence Reports (AOR)

The Airport uses a system of recording occurrences and events to capture a record of any occurrences on the Airport to allow lessons to be learned, trends and performance to be monitored, actioned and reviewed (CIMS/RCA/DA/GTF/21.1). All airport users are actively encouraged to report those occurrences or near misses that have or could have caused a hazard to airport operations. Where a report has been filed directly with the Regulator by way of an MOR a copy should be attached to an AOR and sent to the Airport Authority to provide visibility of an incident or event and to capture data for analysis for any trends or future issues. Where a report has confidential information or information to be provided anonymously, the Airport Authority shall ensure additional care is taken in respect of this and will ensure the data is handled appropriately. The AOR statistics and lessons learned shall be discussed in appropriate forums to ensure appropriate actions are afforded to increase safety and to proactively target areas of risk.

9.1 The RCA OSHENS System (RESERVED)

RCA utilises an airport group-wide system called OSHENS. This is currently not part of the Airport’s reporting systems. However holds the same principles for reporting, investigation and analysis. The OSHENS system allows personnel within RCA to report occurrences or any other matter with an Operational Safety aspect to a Manager or direct to the Operations Manager. The purpose of the OSHENS scheme is to allow lessons to be learned and passed on to others. The scheme should not be used instead of the MOR system, but is aimed at capturing internal safety issues that would otherwise be lost. In this way trends can be monitored and action taken that may prevent a recurrence. It can also be used as a starting point for initiating changes to procedures. Each Manager is to ensure that all staff are aware of the electronic system which can be accessed via the RCA Intranet. However, when submitting a report, individuals are encouraged to direct comments through their Manager so that Management can investigate the incident fully and report progress back to the originator. Once the investigator has completed the investigation, the subsequent action and lessons learned are to be publicised by appropriate means. It is the responsibility of managers to ensure that in the event of their absence, the OSHENS investigation procedure will continue through nominated personnel within that area of responsibility.



10 GT/12.0 The Aerodrome Manual

10.0 Aerodrome Licence

This manual is compiled in compliance with the provisions of the Air Navigation Order (ANO), Article 211 to facilitate the safe and efficient operation of Lee on Solent Daedalus Airport as a licensed aerodrome. The “Ordinary Licence” UK(N)EGHF-002, issued 20th February 2017, is required to comply with the provisions of the ANO to permit the public transport of passengers and instruction in flying over a specified weight category. The Aerodrome’s Licence is in the name of Regional and City Airports Limited.



10.1 Foreword by the Licensee

'Ordinary License' Aerodrome Licence No. UK(N)EGHF-002 has been issued to Regional and City Airports and is retained by the Airport Manager. Legislation governing safety at Aerodromes is contained within the Air Navigation Order and the Health and Safety at Work Act. Guidance information is contained in CAP 168 (Licensing of Aerodromes) and CAP 642 (Airside Safety Management). This Aerodrome Manual is prepared in accordance with Schedule 12 of the Air Navigation Order and CAP 168. The Manual contains information on Airport Operational Procedures and provides details of the personnel responsible for implementing these procedures. The physical characteristics of the Airport, its facilities and equipment are recorded in this manual. Safety at aerodromes is of paramount importance and the manual is presented in such a way as to emphasise the necessity to identify all safety-related issues involved within procedures, duties and responsibilities relevant to the Airport’s operations. More extensive detail on certain safety matters is contained within other documents which must be read in conjunction with the manual. These documents comprise:

Airport Operational Procedures - CIMS/RCA/DA/AO/0.0;

Safety Policy – CIMS/RCA/DA/GT/11.0 Section 2.0;

Emergency Orders – CIMS/RCA/DA/AO/4.1;

RFFS Manual – CIMS/RCA/DA/AO/4.0;

Control of Contractors – CIMS/RCA/DA/AO/14.1; The Airport Manager (AM) holds the overall responsibility for Health and Safety at Work Policy and must ensure that staff employed by the Airport Authority are adequately trained and experienced to discharge their responsibilities regarding health and safety. Amendments to the Aerodrome Manual will be made from time to time when considered necessary by either the Airport Licensee or Safety Regulations Group (SRG - Civil Aviation Authority). This will be done by the issue of a Temporary Operating Instruction (TOI) or a Safety Instruction (SI). Departments will be responsible for incorporating amendments and completing an amendment sheet at the front of the manual, disposing of old versions under best industry practice of document control. The Aerodrome manual once printed is uncontrolled and therefore the most up to date version should be referred to by visiting the Airport website: www.solentairport.co.uk




11 Technical Administration

11.0 Aerodrome Information

11.0.1 Address

Solent Airport Daedalus Control Tower Daedalus Drive Lee-on-the-Solent Hampshire PO13 9FZ Ops Telephone: 01329 824748 Admin/Finance Telephone: 01329 824751 Email: [email protected] Web: www.solentairport.co.uk

mailto:[email protected]




11.1 Accountable Manager

Schedule 12 of the Air Navigation Order requires an Aerodrome to nominate an Accountable Manager. The Accountable Manager for the Airport is the Airport Manager (AM). The Accountable Manager should:

ensure that all necessary resources are available to operate the aerodrome in accordance with the Aerodrome Manual. Where a reduction in the level of resources or abnormal circumstances which may affect aircraft safety occur, the Accountable Manager should ensure that a corresponding reduction in the level of operations at the aerodrome is implemented as required;

establish, implement and promote the safety policy; and

ensure compliance with relevant regulations, licensing criteria and the organisation’s Safety Management System.

The Accountable Manager should have:

appropriate seniority within the Organisation;

an appropriate level of authority to ensure that activities are financed and carried out to the standard required;

knowledge and understanding of the documents that prescribe relevant aerodrome safety standards;

understanding of the requirements for competence of Aerodrome management personnel so as to ensure that competent persons are in place;

knowledge and understanding of Safety Management Systems related principles and practices, and how these are applied within his/her own Organisation;

knowledge of the role of the Accountable Manager; and

knowledge and understanding of the key issues of risk management within the Aerodrome.

The level of technical knowledge and understanding expected of an Accountable Manager is essentially high level, with particular reference to his/her own role in ensuring that standards are maintained. During periods of absence, the day-to-day responsibilities of the Accountable Manager may be delegated; however, the accountability ultimately remains with the Accountable Manager.



11.2 Personnel responsible for day-to-day Operational Management of the Airport.

The CAA Licence Holder – Accountable Manager is assisted by: RCA Primary Support:

RCA Head of Airport Operations & Director of Regulatory Compliance;

RCA Contracts Director;

RCA Commercial Manager;

RCA Contracts Manager;

RCA Financial Controller; RCA Functional Support:

RCA Quality & Safety Assurance;

RCA Head of Corporate Aviation

RCA HR Manager

RCA Fuel Adviser RCA Service Suppliers:

Wildlife Management

Engineering & Maintenance

Grass Management

Airport Safeguarding

Airport Security RCA Operational

Senior Operations Assistant/RFFS

Airport Operations Assistant/RFFS

Finance & Administration Clerk



Clive ColemanRCA Contracts

Director

Martyn FrancisAirport Manager

Solent Airport Daedalus

Cathy HicksRCA Stakeholder

Engagement

Kate CookRCA Financial

Director

Helen Power-Hosking

RCA Commercial Manager

Marshall BarrandRCA Contracts

Manager

Sharron BanwellFinance Assistant

Alex BlakeOps SupervisorSenior Ops Asst

David VollerOps SupervisorSenior Ops Asst

Alex PearceSenior RFFS

Nyron CoppiniOps Asst/RFFS

Sam ManuelOps Asst/RFFS

Maddy WoodOps Asst/RFFS

Tara DanielOps Asst/RFFS

GappedOps Asst/RFFS

Marc HigginsOps Asst/RFFS

RCA OPERATIO NAL

OPERATIONAL

RCA PRIMARY SUPPORT

RCA FUNCTIONAL SUPPOR T

RCA SERVICE SUPPLIES

Andy BartonRCA Quality &

Safety Assurance

Chris BeerRCA Head of

Corporate Aviation

Sue HodgkinsonRCA HR MAnager

Mark DullingRCA SATE

Wildl ife Management

(AVISAFE)

Airport Safeguarding

Phil TarranFuel Adviser

Figure 1 - Airport Management Organisational Chart



11.2.1 Airport Manager (AM)

General Accountability (for safety):

The AM is accountable to the RCA Head of Airport Operations & Directory of Regulatory Compliance and Board, for the direction and control of all airside operations and related safety management systems ensuring that they operate in an effective and efficient way, which satisfies all legislative and statutory requirements.

Due to the size and scope of the Airport Authority, the AM uses resources from the RCA Group contracted under a Management Services Agreement with the Airport Owner, to support the certain management and key operational elements. These resources will fulfil specialised areas of responsibilities listed and will have accountability to provide only a level of subject matter expertise and oversight to the AM as detailed within Figure 1 - Airport Management Organisational Chart.

Specific Responsibilities:

To ensure the Airport departments are sufficiently resourced to enable the success of the Safety Policy and Management System;

To ensure that health and safety policies and practices are implemented so that statutory requirements are met or exceeded;

To develop and implement plans for major capital projects, which enable strategic business plans to be met whilst ensuring they are 'safe' throughout their design, development and subsequent operational phase;

Set, promulgate and review operational safety policy which ensures that the Airport Authority complies with the necessary legislative and regulatory requirements;

To set high level safety objectives and associated procedures which are monitored and audited to ensure the highest possible safety standards are maintained and recommendations implemented;

To select, train and motivate staff so that safety is given a high priority within their training and development plans;

To ensure that the highest operational and engineering standards, regulations and procedures are documented and applied which cover all safety and regulatory aspects;

To ensure all safeguarding issues and planning requests are reviewed and responded to in an expedient manner.

To ensure the Airport Authority’s Business Plan is sufficiently resourced to ensure the safety of the operation at the Airport;

To take a leadership role in the promotion of Safety Standard, SMS and ensure that safety does not become subordinate to financial matters;

To appoint competent and safety conscious senior staff and managers/supervisors, and monitor their performance to ensure that safety is given a high priority within their training and development process;

To ensure that best practice operational aviation standards, rules and procedures are agreed and implemented at the Airport;

To ensure that full consideration is given to the safety integrity of changes in the Airport‘s organisational structure and business process;



To ensure that the process for delivering change in the business, including adequate consideration of safety impact, is safe from inception through development to the operational phase;

To set high level targets and objectives for the Airport operations and monitor achievements;

Responsible to the RCA Head of Airport Operations for the safe and efficient running of all Airfield operational facilities through the implementation of regulatory requirements and industry good practices;

Assisting the RCA Head of Airport Operations, in the management and operation of the Airport in line with CIMS policy. Safety accountability within the Aerodrome Manual.

Reporting to the Airport Board on safety matters;

Providing advice to the RCA Head of Airport Operations on all safety related matters.

Facilitate the Airside Safety Committee ensuring consultation with aerodrome users is undertaken;

To ensure Airport security obligations are fulfilled by application of resources appropriate to the size and scope of operation.

Specific responsibilities are listed in the CIMS/RCA/DA/AO Documents.



11.2.2 RCA Head of Airport Operations & Director of Regulatory Compliance (HAO)


The RCA Head of Airport Operations & Director of Regulatory Compliance position is fulfilled by the RCA Contracts Director and resourced from RCA Group and is supported by other members of the RCA Group from time to time. The RCA HAO provides oversight to the AM for the regulatory oversight and governance at the Airport.





11.2.3 RCA Quality & Safety Assurance (QSA)


The RCA Quality & Safety Assurance position is resourced from RCA Group. The position of RCA Quality & Safety Assurance provides oversight to support the AM in the day to day efficient, safe provision and operation of the staff and equipment at the Airport;

Audit and oversight support of the quality, safety and compliance of all Airport operations, including development and maintenance of Airport procedures and standards.





11.2.4 RCA Human Resources Manager (HRM)


The HRM is a role resourced from RCA; providing oversight of HR functions for the AM who is responsible overall management of HR.


To ensure that all new staff have effective inductions to the Company;

To ensure that Managers carry out timely probation assessments;

To monitor staff absence and report any concerns to Managers;

To advise Managers on current employment legislation;

To ensure Company policies comply with current employment legislation;

To ensure that payroll and HR administration staff are trained to meet all the regulatory requirements;

To monitor staff performance and report any concerns;

To comply with Company safety policy and Health and Safety regulations;

To ensure that all HR related staff are acquainted with the Airport Emergency Procedures.




11.2.5 RCA Commercial Manager (CM)

General Accountability (for safety);

A resource provided by RCA; providing commercial ventures oversight for the AM for the safe management of commercial services and systems, provided and operated by the Airport Authority.


To monitor commercial equipment and staff performance and report and rectify faults or deficiencies;

To ensure compliance of commercial ventures with Company safety policy and health and safety regulations;

To ensure all commercial ventures staff are acquainted with the Airport Emergency Procedures;

Emergency Plan: To ensure commercial/concession related roles and responsibilities are carried out in accordance with Airport Emergency Plan;

Ensure that the Airport and the immediate environs offer a safe area to work in and occupy both airside and landside including car parks;

To periodically review overall effectiveness of the health and safety policy in relation to commercial ventures, amending and improving as appropriate;

To assist with the investigation of all commercial venture related accidents, injuries, dangerous occurrences and the preparation of formal reports, keeping records.

To ensure that all commercial ventures providing passenger services / flight operations employees are fully trained in current procedures, properly equipped, motivated and informed to enable them to deliver the required performance standards;




11.2.6 RCA Financial Controller (FC)


The FC role is accountable for the oversight of the Airport Finance functions to the AM. Responsible for the production of the monthly and year-end management accounts. As far as is reasonably practicable to ensure Airport Authority’s Business Plan is sufficiently resourced to ensure the success of the SMS and Airport’s Safety Policy. This role is supported with audit and oversight provided by RCA Group Financial Services Support and is staffed locally by a Finance & Admin Clerk (FA) to perform day-to-day duties and functions.


To ensure that all administration staff concerned with financial aspects of the Airfield Authority’s business, are trained to the highest standards of efficiency and meet all the regulatory requirements;

To monitor equipment and staff performance and report and rectify faults or deficiencies;

To ensure compliance with Company health and safety policy and statutes, regulations in connection with the handling and operation of electronic equipment;

To provide regular reports of equipment and staff status to the AM;

To comply with Company safety policy and health and safety regulations;

To ensure all administration staff are acquainted with the Airfield Emergency Procedures;

To oversee and ensure risk assessments are kept up to date and frequently reassessed;

Emergency Plan: To ensure roles and responsibilities are carried out in accordance with the Airport Authority’s Emergency Plan.




11.2.7 RCA Senior Air Traffic Engineer (SATE)


The RCA SATE position is resourced from RCA Group. The RCA SATE provides oversight to support the AM, HAO and QSA in the efficient & safe maintenance, provision and operation of the staff and equipment in the areas of Air Traffic Engineering, Telecommunications & Technical Services including AGL and support systems;

Oversight of the compliance and standards of ATE elements under the supervision or responsibility of the Engineering Manager or Group Oversight Engineer.





11.2.8 Group Oversight Engineer

The Group Oversight Engineer position is a resource provided by the RCA SATE or his team from time to time.

Accountabilities / responsibilities are listed in the CIMS/RCA/DA/AO Documents.



11.2.9 Engineering Manager (EM)


The Engineering Manager position is fulfilled by the Landowner’s Head of Planned Maintenance; appointed by the Landowner and accountable to the AM for safe provision and maintenance of Airport Authority estates and engineering excluding ATE, unless directed by the SATE.


To ensure that all engineering personnel and approved contractors are trained to meet the highest standards of competency.

To set, promulgate and review operational safety procedures within the engineering roles and responsibilities to a level commensurate with those specific risks identified within his remit.

To maintain, monitor and review a system of reporting and record keeping which readily identifies standards of safety and overcomes any area of deficiency as soon as possible;

To ensure that safe working practices and operating procedures are followed at all times. Investigate all safety-related incidents and provide recommendations as required;




11.2.10 Senior Airport Operations Assistant / RFFS


The Senior Airport Operations Assistant / RFFS is accountable to the AM for the provision of an efficient and effective Airport Operations and Rescue and Fire Fighting Service (RFFS), which meets all statutory and legislative requirements.

Reporting to the AM is accountable for management of the Airport environment and services provided so that designated safety levels are achieved, and the delivery of the Ground Services which includes Airport Operations & Fuel (when provided by the Airport Authority).

Safe and efficient operation of the fuel facility (only the facility operated by the Airport Authority) and associated refuelling operations.


To ensure that all fire service personnel are trained in conformity with CAP 168 and CAP 699 to meet the highest required medical and operational standards of competency;

To set, promulgate and review operational safety procedures within the Airport Fire Service to a level commensurate with those specific risks identified within his remit;

To maintain, monitor and review a system of reporting and record keeping which readily identifies standards of safety and overcomes any area of deficiency as soon as possible;

To ensure that safe working practices and operating procedures are followed at all times. Investigate all safety-related incidents and provide recommendations as required;

To ensure the provision of an effective and swift response to all accidents/incidents which meet all safety and regulatory requirements with regard to both personnel and fire vehicles;

To ensure through appropriate communication that clearly identified roles and accountabilities as well as the Airport Authority's safety culture are understood and complied with by all personnel.

Monitor and review procedures and information relevant to Airport fire safety documentation. This should include the Company's health and safety policy;

Maintain a level of resources appropriate to the risk identified above and ensure that personnel training records provide evidence of continuing competence;

To liaise with external bodies regarding Emergency Planning, Training and best working practices;

To ensure the provision and maintenance of the Airport’s Emergency Plan complies with regulatory guidelines also to ensure the plan is reviewed and tested in accordance with CAP 168;

To coordinate health and safety support services and appointed persons, giving guidance and advice whilst assisting management with the monitoring and review of health and safety performance against set standards and targets;

To periodically review overall effectiveness of the health and safety policy, amending and improving as appropriate;

To assist with the investigation of all accidents, injuries, dangerous occurrences and the preparation of formal reports, keeping records;

To assist and update statistical records in respect of the Airport Authority’s safety performance;



Emergency Plan: To ensure roles and responsibilities are carried out in accordance with the Airport Authority’s Emergency Plan.

Ensure the requirements of the relevant statutory bodies - Civil Aviation Authority, Department for Transport, local constabulary, Health and Safety Executive are complied with on the Airport;

Manage resources to ensure compliance with and maintenance of airside safety standards and recommended practices in line with the requirements of the Aerodrome licence, CAP168 and according to the guidelines laid down in CAP 642;

Report on and rectify any deficiencies that exist, which are a hazard to safety;

Comply with Company Safety Policy, Health and Safety Regulations and Department for Transport advice on the safe, secure and efficient use of the airside facilities;

Oversee and ensure department risk assessments are kept up to date and frequently reassessed;

Ensure the Airport wildlife management plan is implemented sufficiently to reduce the risk of bird hazard strike using the guidance in CAP 772;

Ensure information is effectively promulgated to all Airport users via operational notices or other notices as appropriate.

Ensure that the Airport and the immediate environs offer a safe area to work in and occupy, both airside and landside including car parks;

Ensure that all fuel operatives are trained to the required standard for the safe and efficient operational delivery of handling, delivering and testing fuels for use in aircraft;

Ensure that the fuel used is of the highest quality and meets the standards laid down in CAP 748;

Ensure the protection of the refuelling area from contamination and providing a safe working environment for staff;

Bring any deficiencies to the attention of the AM and recommend remedial action;

Ensure adequate procedures are in place notify the RFFS/Ops in the event of fuel spillage or fire hazard and environment agency for significant fuel spills;

Advise the AM on the safety implications of any proposed development of the fuel installation;

Implement audit and inspection program for all independent based refuel companies.

Ensure in the absence of a Senior Airport Operations Assistant / RFFS, the responsibilities will pass to an appropriately qualified and experienced person, approved by the AM.




11.2.11 Airport Security

General Accountability (for Safety):

The Airport Security is managed by the Airport Authority and from time to time is provided by an approved framework contractor appointed by the Landowner; accountable to the AM for the security of the Airport and associated areas, the safe and secure operation of the Airport estate, buildings and areas immediately landside and airside of the Airport including the car parks.

Safety Responsibilities:

Maintain a high level of morale and awareness within the shift system such that any security breaches and safety is addressed using maximum speed and efficiency;

Compliance with the Airport Authority Security Policy (CIMS/RCA/DA/AO/7.0);

To ensure that all security employees are fully trained in current procedures, properly equipped, motivated and informed to enable them to deliver the required performance standards;

Ensure safety incidents are dealt with and reported and recorded in a timely fashion;

Ensure compliance with the Airport Authority Safety Policy, Security Policy and Governance Documents to ensure that safe systems of work are practised at all times through promotion of the company safety culture;

Deliver and manage day to day the Airport security plan in accordance with the CIMS/RCA/DA/AO Documents;

To ensure that all staff concerned with landside operational aspects of the Airport Authority’s business are trained to the highest standards of efficiency and meet all the regulatory requirements;

To monitor equipment and staff performance and report and rectify faults or deficiencies;

Remain up to date with all relevant security requirements;

Ensure adequate staff are on duty to deliver, and are fully acquainted with, the Airport Emergency Plan and to be able to respond in accordance with the plan;

To take a central role in controlling associated costs whilst maintaining service standards.

To ensure that the highest levels of customer service are achieved for the passengers, Airfield tenants and other users.

To ensure compliance with Company health and safety policy and statutes, regulations in connection with the handling and operation of electronic equipment;

To oversee and ensure department risk assessments are kept up to date and frequently reassessed;

Ensure that the Airport estate and the immediate environs offer a safe area to work in and occupy, both airside and landside including car parks;



11.2.12 Supervisors

Supervisors are responsible to the AM for the implementation of safe working practices. To review the effectiveness of such practices and to report back to the AM upon any potential hazard and/or changes.

To ensure that staff under their control, are aware of the potential dangers involved in their daily work and to ensure that the individuals have received adequate instruction and training.

To issue warnings and note any breaches of safety policies by employees supervised by them, and warn them of possible disciplinary action for any future failure to comply with recommended policies.

Reporting to the AM any employee who has received previous verbal warnings but continue to contravene safety instructions.

To ensure they and the staff they are supervising are familiar with the Airport Emergency Orders.

11.2.13 Safety Representatives

The Safety Representatives will act in accordance with the SMS; as a liaison between employees and Supervisors on matters affecting Health and Safety. They will report any matters requiring attention to the appropriate manager/supervisor, who will report issues of urgency or high importance to the AM.

11.2.14 Individual Employees

Individual employees have a legal duty to protect themselves, other people – both fellow employees and members of the public against possible hazards. Individual employees shall bring to their immediate Supervisor's attention any matter that requires rectifying. They shall not use unsafe equipment, defective protective clothing or adopt unsafe working methods because it may be expedient to do so. Due regard must be given at all times to health and safety to themselves, fellow employees, and the public. Individual employees will be encouraged to bring to their Manager/Supervisor, suggestions or ideas for improving the implementation of the safety policy.

Any individual employee who uses unsafe machinery or methods of work, or is breaking the safety policy in any way will be liable to disciplinary action. Individual employees by the legal responsibility placed upon them render themselves liable to prosecution if they are found to be using unsafe methods, disregarding the health and safety measures laid down, or if an accident occurs to them or any other person, where wilful negligence on their part has contributed to that accident.



11.2.15 Management Systems Manager (MSM)

This is the AM - Responsibilities are contained within Governance document CIMS/RCA/DA/GT/0.0, Section 0.4.4.



11.3 Safety Policy

The Airport Authority Safety Policies can be found in CIMS/RCA/DA/GT/11.0 – within the section named Safety Policy.

11.3.1 Safety Reporting in the Absence of the Airport Manager

AIRPORT MANAGER

RCA CONTRACTS DIRECTOR RCA COMMERCIAL MANAGER

SENIOR AIRPORT OPERATIONS ASSISTANT / RFFS

11.4 Safety Management Structures

The person with overall responsibility for safety is the Accountable Manager (AM). The AM is responsible for safety and is accountable to the RCA Contracts Director and Board for the safe management of the operational services and systems planned, provided and operated by the Airport Authority. The AM recognises and accepts his responsibility as an employer on behalf of the Airport Authority to ensure, so far as is reasonably practicable, that a safe and healthy working place and environment is provided for Airport Authority employees. The AM has the overall responsibility for ensuring that the various provisions of the Health and Safety at Work Act are implemented, and he will discharge this responsibility through the Managers and Supervisors.



11.5 Order of Management Seniority in the Absence of Key Personnel

Accountable Manager / Airport Manager;

RCA Contracts Director;

RCA Contracts Manager;

RCA Commercial Manager;

RCA Quality & Safety Assurance

Senior Airport Operations Assistant; IN THE EVENT OF A SERIOUS MANAGEMENT REQUIREMENT (assuming that the Emergency Response Plan (ERP) has been activated) e.g. aircraft accident, security breach, hijacks etc. the above list should be notified in the absence of the Airport Manager; the list should be worked down in top to bottom order, to substitute for the AM.

11.6 Prohibition of Flight

The following persons are authorised by the Civil Aviation Authority under an ANO 232 approval to prohibit flight:

Airport Manager (Accountable Manager).



11.7 Safety Related Committees

There are various committees whose primary roles are the formulation of policies, documentation of procedures, dissemination, promulgation and monitoring of issues related to Airport safety. These are:

The Emergency Planning Committees (EPC) Biannually

Airport Operational Safety Committee (AOSC) Quarterly

Local Runway Safety Team (LRST) Quarterly as part of AOSC Additionally, safety related matters are regularly discussed at the:

Operations Meeting Weekly

Airport Monthly Management Meeting (AMMM) Monthly



11.8 External Emergency Planning Committee (EPC)

Purpose:

To ensure that there is adequate planning and liaison between the Airport Authority and the external emergency services. The principal function is to monitor and update the Airport's Emergency Orders and ensure that all constituent parties are in possession of current copies, are familiar with the contents and that the procedures are tested and reviewed on a regular basis.

Frequency:

Bi-annually - Liaison and familiarisation visits undertaken each year and practical exercises carried out in accordance with CAA requirements

Attendees:

Airport Manager (AM)

Senior Airport Operations Assistant/RFFS

Local Authority Fire & Rescue Service (Hampshire Fire & Rescue Service)

County Constabulary Emergency Planning Officer (Hampshire Constabulary)

Ambulance Service Emergency Planning Officer (South Coast Ambulance Service)

H M Coastguard (Maritime Coast Guard Agency)

Borough Council Emergency Planning Officer (Fareham & Gosport Borough Councils)

County Council Emergency Planning Officer (Hampshire County Council)

Regional Health Emergency Planning Officer

RAF Regional Liaison Officer (RAFRLO MOD) Scope:

To co-ordinate the planning and de-briefing for the bi-annual Airfield Emergency Exercise and any similar style incident project such as table-top exercises to test communications or specific features and installations at the Airfield.

Output:

Minutes of the meeting will be taken and distributed amongst members. Action points may be highlighted for members to address, it is therefore imperative that these points are acted upon in a timely manner.

Feeding from the Civil Contingencies Regulations - Under the direction of the Airport Manager, the Committee co-ordinates the planning and de-briefing for the biannual2 Airport Emergency Exercise and any similar style incident project such as table-top exercises to test communications or specific features and installations at the Airport.

Reference should also be made to the Emergency Orders CIMS/RCA/DA/AO/4.1 document which gives details of procedures and all telephone contact numbers for the above representatives plus other support organisations

2 Biannual Airport Emergency Exercises only obliged when aerodrome is operating at applicable level of service in accordance with CAA regulation.



The Terms of Reference for the External Emergency Planning Committee are:

The committee will report to the AM on all emergency planning business and operational issues;

It will act as a forum for developing an overall emergency response to all incidents occurring at the Airport;

It will provide an interface for the testing and resolution of emergency planning arrangements;

Each representative of the committee is required to contribute accordingly towards the achievement of business agreed;

The committee shall record all business conducted at meetings.



11.9 Internal Emergency Planning Committees

Purpose:

To ensure that the Airfield is adequately prepared to cope with an emergency or incident occurring at the Airfield or within its vicinity.

Frequency:

Quarterly basis, but as a minimum of three times throughout the year Attendees:

Airport Manager

Senior Airfield Operations Assistant / RFFS

Security Manager Scope:

To promote inter-departmental actions to ensure best practice Output:


The Terms of Reference of the Internal Emergency Planning Committee are:

To act as a forum for developing a response to all incidents occurring at the Airport and within the agreed area of response outside the aerodrome boundary;

To promote positive internal actions to ensure best practice;

To review emergency planning arrangements and act on any deficiencies;

Plan, execute and evaluate any training exercises held on / off the Airport with regard to emergency planning;

Ensure the Airport complies with legislative bodies and regulations including CAP 168 ICAO and CAA.

Membership:

In the absence of the chairperson a deputy will be nominated to ensure continuity of the meetings;

Members are encouraged to send representatives from their department in their absence;

At the discretion of the committee, other agencies may be requested to attend meetings to enable advancement of business items.



11.10 Airport Operations and Safety Committee

Purpose:

To provide a constructive forum for ground handling and operational safety items, flight safety matters and the pursuance of local runway safety.

Frequency:

Quarterly Attendees:

Airport Manager - Chair

Airport Operators & Clubs Senior Safety Representatives – Nominated Vice Chair

Fleetlands FISO

Southampton NATS Representative

Airport Flight Safety Officer – Sec Scope: To provide proactive governance and oversight of Airspace, Runway and Manoeuvring safety, identifying and developing safe working practices to further enhance the safety culture of aviation operations at Solent Airport. The Airport Operations and Safety Committee (AOSC) is committed to taking a proactive approach to safety improvement, identifying and sharing best practices and learning from across the industry. This fulfils the role of Local Runway Safety Team. Output: All meetings will be logged for the benefit of the Airport Safety Management System (SMS). Any meeting actions should have an owner and date for closure or review. Minutes of the meeting will be taken and distributed amongst the members. Action points may be highlighted for members to address by the defined date/timeframe. Standing Agenda:

Review of previous minutes and actions arising therefrom

Airport Safety Performance since the last meeting

Planned Aerodrome developments and events

Local Runway Safety Team (LRST) inputs

Topics from stakeholders

AOB Terms of Reference:

To monitor the requirements of both the CAA and Health & Safety Legislation that may affect airport safety

To promulgate airport safety policy and promote safety in all areas

To monitor airport procedures and report any failures

Review of safety and security occurrence reports and assigning actions to close

Prevention of runway incursions and Learning from incidents/accidents

Participation in the development and review of Aerodrome Operating Instructions to follow best practice



11.11 Airport Monthly Management Meeting (AMMM)

Purpose:

To discuss a range of management issues including but not limited to: o Operations Update o Staffing o Budget & Financial Reporting o Land Fees o Website / IT o Vehicles / Fuel o Airfield Safety Performance o Stakeholder Use and Engagement o AOB

Frequency:

Monthly Attendees:

Airport Manager

RCA Contracts Director

RCA Contracts Manager

RCA Commercial Manager

FBC Finance Director

FBC Estates Manager/Head of Property Format:

Management update on each agenda topic with discussions reference ongoing issues and any safety related information. This is the high level strategy and directions meeting between the relevant Airport Authorities

Output:

Actions and minutes from the meeting will be taken and distributed amongst members. Action points may be highlighted for members to address, it is therefore imperative that these points are acted upon in a timely manner.



11.12 Regional & City Airports Management Meeting

Purpose:

To keep the RCA Board informed of all operations at the Airport, including revisions in safety and security policy and procedures, in order for them to discharge their responsibility of providing a safe working environment at the Airport and responsible financial performance.

Frequency:

No less than quarterly Attendees:

RCA Head of Airport Operations & Director of Regulatory Compliance

Airport Manager

RCA Group Airports Directors / Operations Managers

RCA Contracts Director & Manager (as required) Format:

As per the designated agenda Output:




11.13 Operational Performance Meeting

This meeting is part of the AMMM and covers the additional responsibilities that Operator / Licensee holds in relation to the Management Services Agreement. Purpose:

To ensure the Airport operates in safe and efficient manner and to facilitate the opportunity to debate and agree processes for improvement in line with the development of the facility ensuring that the safety is assured at all times.

To ensure any change in regulatory requirements are communicated and planned accordingly for smooth implementation in accordance with the company safety management system

Frequency:

Monthly (forms part of the AMMM) Attendees:

As per the AMMM

Any third parties as required Format:

Financial & Business Performance Report (F&BPR) covering a performance update from each area of responsibility. Discussion of any safety related information included.

Output:

Action Tracker entries added with ownership - points may be highlighted for members to address, it is therefore imperative that these points are acted upon in a timely manner.

Terms of Reference for the Operational Performance Meeting:

The committee will report to the Airport Manager in relation to all aspects of the Airport operation and operational safety;

The committee will act as a forum for developing safe and efficient Airport operations;

The committee shall meet in accordance with the terms laid down within this document;

The business of the committee shall be recorded and appropriately distributed in an Action Tracker format. Any actions arising from such meetings shall be annotated accordingly. It is implicit upon those highlighted for such actions, to ensure they are followed through in a timely manner;

The committee shall at its own discretion nominate specialist working groups to be established in order to consider or report on a particular issue or project;

The committee shall be recognised as being a body of expertise and experience capable of providing appropriate advice on Airport operations and safety matters. In providing advice the committee will consider all aspects of operational safety including the following: This list is not exhaustive or in any order of priority:

o Receive reports and statistics on accidents, incidents; o Industry standard and operating procedures;



o Identification and reduction of risk; o Business Continuity.



11.14 Local Runway Safety Team (LRST)

Purpose:

To provide effective systems and processes for managing risks associated with the safety of runway operations at the Airport and to facilitate the opportunity to debate and agree ideas for Operational improvements

Frequency:

Quarterly as part of the AOSC Attendees:

Airport Manager

Senior Airport Operations Assistant

Airport Operators & Clubs LRST Representatives

The LRST, at its discretion, may invite third parties to attend in an observer capacity to present a particular item

Format:

To eliminate runway incursions in line with the Company Zero Harm target;

To develop and lead of runway safety initiatives as stated in the Company Prevention of Incursion Plan

To promote best practice with regard to any activities on the runway and associated operational areas

To review any runway incursions that occur at the Airport or other Airports across the world

To maintain and promote awareness of the runway incursion risk across all Airport operational stakeholders

Output:

Minutes of the meeting will be taken and distributed amongst members, AOSC and the Airport Manager. Action points may be highlighted for members to address, it is therefore imperative that these points are acted upon in a timely manner.

Terms of Reference for the LRST:

The LRST will be inclusive to the Airport Operations and Safety Committee (AOSC);

Any agenda items are to be submitted 2 weeks prior to a forthcoming AOSC meeting to the AOSC board for review. Any relevant paperwork on major topics should be circulated 5 days before the meeting;

The Committee shall meet in accordance with the terms laid down within this document. Agendas shall be circulated as a minimum, one week in advance of any meeting;

The LRST shall, at its discretion and in consultation with the General Manager, nominate working groups to consider or report on a particular issue or project. A formal chair for these is to be agreed by the LRST and that person is to report back;

The LRST shall be recognised as being a body of expertise and experience capable of providing appropriate advice and guidance in all aspects of Airport manoeuvring area operations. In providing advice and guidance the committee will consider all aspects of



the operations activity and include the following within the decision making process. This list is not exhaustive or in any order of priority:

Reports on occurrences from MORs, AORs and via the SMS reporting system;

Risk analysis;

Industry standards and best practices;

Established operating procedures;

Regulator guidance.



12 AERODROME CHARACTERISTICS

12.0 Aerodrome Location

1nm NNW of Lee-on-the-Solent on the former HMS Daedalus base, the Airport is sited within the Fleetlands ATZ3. Located between Stubbington and Lee-on-the-Solent on the Gosport Peninsular, the Airport is served by a series of A and B roads spurring from the M27 motorway that links Portsmouth and Southampton,

12.0.1 Aerodrome Address:

Solent Airport Daedalus Control Tower Daedalus Drive Lee-on-the-Solent Hampshire PO13 9FZ Ops Tel: 01329 824749 Admin / Finance Tel: 0139 824751 Email: [email protected] Official Website: http://www.solentairport.co.uk

12.0.2 Location of Aerodrome Reference Point (ARP):

Midpoint of runway 05/23 LATITUDE: 50° 48’ 56.3092” N LONGITUDE: 001° 12’ 24.0708” W

12.0.3 Ordnance Survey Grid Reference:

SU 561 019 GB

12.0.4 Aerodrome Reference Elevation:

+32.64ft / 9.95m AMSL

12.0.5 Aerodrome Reference Code:

Visual Code 2B

3 Air Traffic Zone




12.1 Aerodrome Availability

12.1.1 Operational Hours/Restrictions:

09:00 – 18:00 01 Mar – 31 Oct, 09:00 – 16:30 01 Nov – 28 Feb (local time) seven days per week (or as published from time to time on the Airport’s official website)

PPR applicable at all times for visiting and non-resident aircraft – arranged online on the official website.

Out of Hours Agreements are mandatory in advance of use, for all aircraft wishing to operate out of published opening hours.

Visitors are not permitted to arrive out of published hours – Airport extensions apply

Visitors may depart out of hours, subject to permission and approval under the mandatory Out of Hours Agreement.

Festive period closures apply:

Christmas Day

Boxing Day

New Year’s Day

Other closures will be published in advance on the official Airport website.

Extensions to Airport operational hours may be arranged by application to Operations.

Prior Permission Required (PPR): Mandatory for all visiting and non-resident aircraft.

12.1.2 Fire Category:

Category A1 as standard during operational hours

Category A2 available by prior arrangement or on remission – subject to surcharge and availability



PREMISES INFORMATION BOX (PIB) –GATE KEY/INCIDENT PACK COLLECTION POINT

EMERGENCY ACCESS GATE

FIRE HYDRANT LOCATIONH

RVP

H

RVP ACCESS POINT

PO13 9FZ

V20170803

E1

H

D1

A1

AREA OF POOR GROUND

Airport Layout - EGHF

12.2 Aerodrome Plan

Figure 2 - Aerodrome Plan



12.3 Obstacles

The assessment and treatment of obstacles will be carried out in accordance with Chapter 4 of CAP 168. The full diagram is held with the safeguarding surveyor and Airport Manager (Ref: CIMS/RCA/DA/AO/9.1). Details of surveyed obstacles are contained in the official AIP entry on the UK AIP website (a link to the AIP entry is available on the official Airport website).



12.4 Chart and Survey Information

The Airport Authority is responsible for the survey, regular assessment and update of charts as defined in CAP232. This function is delegated to SLC Associates with sign off approval by the Airport Manager or his representative. The complete CAP 232 survey is contained in CIMS/RCA/DA/AO/9.1 Detailed chart and aerodrome information is retained by the Airport Manager. The latest official published data from the UK AIP entry is available from the UK AIP website operated by NATS. Charts produced are: Type Ref Scale Aerodrome Plan CA-325-14-01 A 1:2,500 @ A0 OLS CA-325-14-03 A 1:25,000 @ A2 Update and renewal of this data is in accordance with CAP 232. Prior to survey sign-off the following procedures should be followed:

Data is required to be reviewed against previous year and anomalies noted, particular attention should be paid to Obstacle Limitation Surfaces (OLS);

Obstacles penetrating OLS should be lowered, removed or mitigation submitted to CAA and/or published in the AIP (as relevant);

Re-survey if required;

Following re-survey/satisfactory survey, a Survey Declaration Form is required to be signed and submitted to the CAA with survey data;

Amend calendar to remind of annual survey the following year.

12.5 Declared Distances (M)

Runway TORA TODA ASDA LDA Threshold Elevation

PCN

05 (Asphalt) 1178m 1178m 1178m 1025m 9.848m / 32ft 11/F/B/Y/T

23 (Asphalt) 1025m 1025m 1199m 1025m 9.484m / 31ft 11/F/B/Y/T

Note:

Runway 05 o Threshold displaced 153m from starter extension. o Threshold displaced by 277 m from start of asphalt. o Starter extension of 153m x 20m.

Runway 23 o Threshold displaced by 23m from start of asphalt.



12.6 Taxiways

Designator PCN Min. Strip Width Surface

Alpha 11/F/B/Y/U 12.0m Asphalt

Bravo 11/F/B/Y/U 12.0m Asphalt

Charlie 11/F/B/Y/U 12.0m Asphalt

Delta 11/F/B/Y/U 12.0m Asphalt

Echo 11/F/B/Y/U 12.0m Asphalt

Foxtrot 9/F/C/Y/T 40.0m Asphalt

Note:

Bravo Hold is only to be used for Code 2B Aircraft with a maximum wingtip clearance of 22 metres or less, due to reduced wingtip clearances at the southern end of taxiway. Aircraft with a greater wingtip clearance requirement will need to backtrack the main runway.

12.7 Re-Declared Distances

Re-declared distances will be utilized in the event of an infringement of the runway and associated cleared and graded area or an obstacle limitation surface. Re-declared distances shall comply with the requirements of CAP 168 at all times. The Airport Manager will appoint a suitably qualified person/organisation who will normally be responsible for the calculation of re-declared distances. Re-declared distances will be instigated if, on examination, an obstacle cannot be immediately removed. Initially, the precise position of the obstacle is to be fixed in three dimensions as follows:

distance from runway end to nearest part of obstacle (meters);

distance from runway centreline to nearest part of obstacle (meters);

height of obstacle, including tail plane if appropriate (metres). Once the position of the obstacle is fixed, an assessment of available runway can be made. Generally, the intention will be to use the runway taking off away from the obstacle and landing towards the obstacle on the opposite runway if it is located towards one end of the runway. Landing over the obstacle is to be avoided if possible, because of the necessary marking and lighting of a displaced threshold. Specific guidelines are issued to the appropriate staff for the calculation of revised distances.



12.8 Surface Details (CAP 232 Assessment)

12.8.1 CAA Form 1560 Runway 23

Runway:

23

Runway True

Bearing: 225°13’30”

Dimensions:

1,325x30m

Surface Type:

Stone Mastic Asphalt

PCN:

11/F/B/Y/T

Runway Code:

2

Approach Status:

Visual

Calculation of Declared Distances

Threshold displaced by

23 m from start of asphalt.

TORA: 1,025

TODA: 1,025

ASDA: 1,199

LDA: 1,025

12.8.2 CAA Form 1560 Runway 05

Runway:

05

Runway True

Bearing: 45°13’01”

Dimensions:

1,325x30m

Surface Type:

Stone Mastic Asphalt

PCN:

11/F/B/Y/T

Runway Code:

2

Approach Status:

Visual

Calculation of Declared Distances

Threshold displaced 153 m from starter extension.

Threshold displaced by 277 m from start of asphalt.

Starter extension of 153 x 20 m.

TORA: 1,178

TODA: 1,178

ASDA: 1,178

LDA: 1,025



12.9 Allocated Engine Run Zones –

Refer to Airport Chart / Map

12.9.1 Procedures

The following procedures shall be adopted at all times:

12.9.2 Holding points

Engines runs at hold points should not block movements for other aircraft/operators and should only be conducted where it is not possible to conduct these at other locations on the Airport.

12.9.3 Runways

Engine runs on the runway should be avoided where possible, unless forming part of the standard operating practices of the aircraft/operator, to avoid occupation of the runway surface for longer than is necessary.

12.9.4 Engine Runs on the Apron

Engine runs on the apron or outside any locally based business or facility are permitted but it must be a start-up and an immediate shut down. Authorisation for engine runs is at the discretion of Ops, so as to respect noise abatement and adjacent built up areas of residential accommodation. Engineering ground idle runs on the Aprons are strictly controlled, with ground staff and the aircraft’s safety team. Where possible an aircraft should be moved to a suitable area away from housing. A suitable area may include one of the passing places on the Echo Taxiway. If a ground idle run is required for engineering requirements, Ops will monitor Airport activity and notify the engineer/operator on frequency of any local traffic seen to conflict. Ops may use discretion concerning where they approve engine runs on the Airport due to noise sensitivity.



12.10 Engine Power Runs

Permission for an aircraft engine run must be obtained, in advance, from Ops, at an agreed power level, so as to respect noise abatement and adjacent built up areas of residential accommodation. Engine power runs can only be carried out between the hours of 0900 and 1630 (local). They may only be carried out outside these hours due to an emergency operational reason (e.g. if the aircraft is required to take off during the night) & must be approved by the AM or someone authorised by the AM. The following details must be provided when seeking permission to carry out an engine run:

Aircraft Operator / Organisation seeking approval;

Location on Airport requested, to conduct the engine run;

Planned start time;

Planned duration;

Level of engine power to be used;

Reason for engine run;

All authorised engine runs shall have a person monitoring the Airport frequency;

It is the responsibility of the person in charge of the aircraft to ensure that the engine start area is clear of personnel and equipment before start up.

Requests for engine runs must be made to Ops in sufficient time. Late notification may result in delays for approval, for which the Airport Authority accepts no liability or responsibility for delays or subsequent impact.



1 2 3 4 5 6 7 8 9

A

B

C

D

E

F

Engine Run Zone

PREMISES INFORMATION BOX (PIB) –GATE KEY/INCIDENT PACK COLLECTION POINT

EMERGENCY ACCESS GATE

FIRE HYDRANT LOCATIONH

RVP

H

RVP ACCESS POINT

PO13 9FZ

V20170803

E1

H

D1

A1

EGR

EGR

EGR

ENGINE GROUND RUN ZONE

EGR



13 OPERATIONAL PROCEDURES

13.0 Airport Operational Facilities

A pilot self-briefing space is situated in the Control Tower cabin. Important notices and information of a more permanent nature are situated on wall displays within the Pilot Lounge and Control Tower ground floor. Access to weather and NOTAM information is available at the Cabin on request from Ops, or by using the Guest Wi-Fi portal (some services may be chargeable). Local procedures and Pilot Briefings are displayed in the Control Tower and are also available on the official Airport website. The Ops Department are responsible for the layout of the Pilot Briefing Room/Lounge. The Airfield Ops team are responsible for updating the information displayed on a regular basis. Flight planning services are currently not offered by Ops. Flight Plans can be activated, delayed and closed by the Ops team on request.

13.1 Air Ground Communications Service (AGCS)

The Airport provides aerodrome users with an Air to Ground Communication Service (AGCS) only. This is defined per CAP 452 – Aeronautical Radio Station Operator’s Guide, as; ‘a radio station providing traffic and weather information to pilots operating on and in the vicinity of the aerodrome. Such traffic information is based on reports made by other pilots. Information provided by an AGCS operator may be used to assist a pilot in making a decision; however, the safe conduct of the flight remains the pilot’s responsibility’. This service does not provide instruction or clearances and has no positive ground control. Pilots on arrival would be required to follow the published procedures and guidance in the Aerodrome Manual and the official supporting materials only. It is normal practice at the Airport for pilots to ask for assistance in navigating the Aerodrome, should they be unfamiliar.

Figure 3 - Engine Run Zones Map



13.2 Aerodrome Inspections

13.2.1 Surface Inspections

CAP 168 requires the aerodrome licensees establish a robust inspection programme of the Airport including runways, aprons, grass areas and manoeuvring areas. The current responsibility for Airport inspections rests with Ops. Other specific inspections are implemented as required:

Electricians for Airport lighting (where applicable);

Surveyors for ongoing maintenance or other detailed preparation for works project;

Airport Operations for apron and grass/hard stand areas;

Wildlife/Bird Control as continual assessment.

13.2.2 Two Tier Inspections

The Airport Authority adopts a two tier inspection regime, which is explained below:

Tier 1: Daily Inspections

A General Movement Area Inspection is conducted each day and provides an overview of the condition of all airside areas and facilities. This is normally conducted by Airport Ops. Routine Runway Inspections are conducted at various times during the day. Additional Runway Inspections are conducted when the runway is accessible. Any deficiencies are reported to the AM.

Tier 2: Weekly Inspections

All aerodrome pavements within the movement area are inspected in more detail at least once a week. This is conducted by Airport Ops. The inspection checks the integrity of the aerodrome pavements and gives particular attention to those areas subject to high loads such as departure taxiways, thresholds and high speed operations. High levels of jet blast are known to be a cause for concern. Any deficiencies are reported to the AM.

13.2.3 Special Surface Inspection

Special surface inspections will be carried by a suitably competent person should one of the following occur:

At the onset and regularly during snow and or freezing conditions;

Following any aircraft that abandons take off;

When advised by aircrew of occurrences or observed difficulties that requires further detailed inspection;

Following completion of works in progress;

An incident occurs on the runway that may deposit debris.



13.2.4 Annual Surface Inspection

All pavements within the movement area are subjected to inspection by a professional qualified engineer at least once a year. Inspections may be undertaken on foot and will cover the whole of the movement area or a statistically significant sample.

13.2.5 Lighting Inspection (RESERVED)

The Airport currently operates without Airfield Ground Lighting (AGL). On installation the following will apply:

Daily routine - Prior to airfield opening and prior to night flying. These are carried out by the Ops Assistant. To include where applicable; approach, runway edge, stop end, threshold, obstacle lighting, taxiway and apron edge.

Weekly – Routine alignment and cleaning

Quarterly – Routine all lighting and calibration

Six Monthly – Routine all lighting and overhaul

Flight by flight calibrator – at 6 monthly and annual flight check and additionally by local operator arrangement.

Photometric Testing – monthly.

The power-up time intervals of the standby sets provide a switchover time within the criteria specified in CAP 168.

Detailed maintenance schedules, fault logging and repairs are retained by the EM for the AM.



13.3 Surface Area Cleanliness

13.3.1 FOD Removal

Details of are in CIMS/RCA/DA/AO/6.0 - FOD

13.3.2 Procedures for Sweeping the Movement Area

Any required sweeping will be highlighted during the daily inspection. Small scale sweeping is carried out by a member of Ops staff using hand brooms or as appropriate. Larger areas of sweeping will be carried out on a required basis with a mechanical sweeper. Foreign Object Debris (FOD) is highlighted as a safety hazard to all personnel active on airside areas. All persons airside are responsible for removing FOD on discovery, if safe to do so. If unable to retrieve FOD, they should notify Airport Ops to allow for retrieval or appropriate actions.



13.4 Meteorological Information

13.4.1 Airport Meteorological Services

The Airport will only provide METAR & TAF data from other stations.

13.4.2 Reports

Route forecasts, area forecasts, wind and met warnings are issued from Exeter or other approved Met Office distributers. The local Meteorological Office is the Exeter Weather Centre.

13.4.3 Surface State Reporting

Wind information passed to aircraft is from weather equipment located on the Airport, determining wind speed and direction, barometric pressure, humidity and temperature Only an unofficial observation of runway surface state is offered to aircraft / users



13.5 Low Visibility Procedures (RESERVED)

LVP's are designed to facilitate the safety of operations during periods of low visibility. It is important that the following steps are taken to prevent unauthorised vehicular traffic from entering the manoeuvring area. When LVPs are in force, only vehicles essential to Airport Operations and driven by an authorised driver with an Airport Driving Permit will be allowed onto the manoeuvring area. All vehicles on the manoeuvring area during LVPs must be radio equipped and the drivers are to maintain radio contact with ATS at all times. LVPs are implemented in accordance with Airport Operational Procedures. RVR`s are unofficial and carried out in accordance with Airport Operational Procedures.

13.6 Runway Surface Friction Conditions

Due to the length of the runway, there is no obligation for an official surface friction assessment to be provided. The Duty AGO is responsible for arranging the measurement of slush/snow depths as frequently as circumstances dictate. The results are to be recorded in the ATS log. No official operational surface friction condition is offered from the Airport. The Airport Manager is responsible for ensuring compliance with CAP 683 ‘Procedures for Runway Surface Friction Characteristics’. Friction surveys (as required) are carried out by an approved Airport Contractor and all reports generated will be returned to the Airport Manager. Snow, slush & icy conditions are promulgated in accordance the Aerodrome Snow Plan (CIMS/RCA/DA/AO/11.1).



13.7 Aerodrome Facilities Reporting

13.7.1 NOTAM Action

The Licensee is responsible for notifying the relevant authorities of any errors or omissions in the aerodrome information published in the UK AIP or NOTAMs and of any impending changes in the aerodrome or its facilities likely to affect this information. The AM/Group ANSP Manager/Group SATE are responsible for notifying the CAA Aerodromes Standards Department of all changes. Any changes to any operational status of ‘Aerodrome Facilities’ will be notified by NOTAM.

13.7.2 Reporting Action

The Airport’s official website will contain the latest pilot briefing information and known hazards and operational considerations. Further to this, pilots may call ATS Ops to obtain a verbal briefing of the known aerodrome state. A pre-recorded message of the last know state of the aerodrome is provided on the Ops number out of operational hours. Flying restrictions apply out of operational hours. For significant CAA defined Air Safety risks, a temporary CAA notice can be issued which will appear in the NOTAM system, however this is reserved and only approved for use by the CAA in exceptional circumstances.

13.8 Aviation Activities

Any user of the Airspace (the dimensions of which are defined in the Aerodrome Operations Manual), are subject to the following:

The Rules of the Air and Air Navigation Order;

Lee on Solent Daedalus Airport & Fleetlands ATZ Letter of Agreement (CIMS/RCA/DA/AO/3.1)

CAA Rule 45 Exemption (CIMS/RCA/DA/AO/3.5)

Maritime & Coastguard Agency (MCA) SAR Ops Letter of Agreement (CIMS/RCA/DA/AO/18.1)

Special restrictions by NOTAM.

Prior Permission to operate to/from the Airfield.



13.9 Procedure for Recording Aircraft Movements

Air Traffic Services using standard CAA format, records all aircraft movements. It is a condition of use that all pilots/operators report their movements in the predetermined format, to the Airport Authority on a regular basis and not less than the next working day after the movement. Restrictions and penalties will apply for not adhering to this policy. The computer movement record is maintained by the ATS staff using information derived from flight progress strips. Manual flight progress strip(s) (where used) are retained for a minimum of three months and then may be destroyed unless required for operational investigations. Monthly movement records are available to NATS (Ltd.) for the benefit of en-route charge verification.



13.10 The Control of Works

Details are in CIMS/RCA/DA/AO/14.1 – Control of Contractors

13.10.1 Planning and Development

Major Projects are identified within a Capital Development Programme. All projects that change the physical characteristics of a licensed Aerodrome require prior approval by the CAA as part of Condition 3 of the Aerodrome License. All development and planning shall include consultation with the Landowner and Airport Authority and shall include areas unlicensed but adjacent to a licensed area to ensure consideration and due diligence are afforded.

13.10.2 Major Projects

When a project has been identified, discussions will initially take place between the AM and the CAA (Designated Operations Inspector). Once a project has been identified the guidance on Aerodrome Development Procedures (CAP 791) should be followed and an application submitted to the CAA for approval. On completion of the work the CAA may attend site for an operational review and final sign-off for use.

13.10.3 Appointment of Responsible Nominated Person

In the case of a major project, the detailed design/supervision of the works will be vested in a project architect/engineer. All projects are subject to strict control on site. The AM / EM or an AM appointed person will be responsible for site liaison.

13.10.4 The Control of Works

Details are in CIMS/RCA/DA/AO/14.1 – Control of Contractors Construction, maintenance and repair work must regularly be conducted to ensure continual development and safe operations. This work may take place at any time of the year and/or day and night. As part of the effective safety management at the Airport, it is essential that, before any work on the Movement Area (Manoeuvring, Apron and Maintenance areas) is authorised, arrangements are in place, which ensure there is no adverse impact on existing levels of safety. The procedures for the control of works are detailed in the Control of Contractors (CIMS/RCA/DA/AO/14.1).



External suppliers must satisfy the relevant Safety Management Standards and safety requirements. The procedure for this is documented in Control of Contractors (CIMS/RCA/DA/AO/14.1), which is issued to contractors before work permits are issued and work commences on site. To ensure safe operations, an assessment is made of the following:

All airside works will be formally assessed for their safety significance of airside operations;

A works permit system will be used at all times;

Contractors and working parties will be fully briefed before work commences, especially when on the manoeuvring area;

Any cranes operating in the vicinity of the aerodrome will be controlled to ensure flight safety is maintained at all times;

The AM in collaboration with the Ops team, Contractor and EM will monitor, manage, control, supervise all works airside, and also will return airside areas back to operational service where applicable;

All interested parties will be informed of the works by the Airfield Management Bulletin system;

Future and planned licensed aerodrome developments will be considered for their operational impact and notified to the CAA for their consultation;

The AM will ensure developments on and off the Airport do not affect flight safety, including protecting the obstacle limitation surfaces (OLS), the approach procedures, the risk of bird strikes and future Airport development.

13.10.5 Minor Works

Minor works airside will be planned in advance in accordance with Control of Contractors (CIMS/RCA/DA/AO/14.1). The general procedures for operating airside will be arranged and co-ordinated by the AM, Ops, EM and, if necessary, the CAA Aerodrome Standards. Ops & the EM are responsible for notifying ATS concerning all works airside. Prior to the commencement of any such work, a responsible representative of the working party will receive a final briefing from the Duty Senior Airport Ops Assistant, who will review the Work Permit in accordance with Control of Contractors Procedures. Work in progress which restricts the use of the aerodrome or its facilities will be promulgated in accordance with the Aerodrome Facilities Reporting process. A copy of such notification will be distributed to known users and uploaded to the pertinent section of the official Airport Website.



13.10.6 Control of Access to Aerodrome

Whenever contract works are being undertaken on the Aerodrome, strict control of access will apply (reference - CIMS/RCA/DA/AO/7.0 Security & Access Controls). This is normally achieved by restricting access to one single entry/exit point for the relevant site location. Any vehicle entrance used (e.g. for plant, equipment and material delivery), will be subject to prior notification and access controls will need to be agreed with the AM on a Works Permit. Contractors will be additionally responsible for ensuring deliveries/visitors are appropriately insured, briefed, documented and escorted whilst on site in accordance with their Works Permit.

13.10.7 Works Services

All Contractors providing works services on the Airport must be able to satisfy the AM that they:

are competent to undertake the work;

have the necessary technical constitution approvals;

are on an approved list;

have a robust Health and Safety Policy;

fully understand the Airport Safety Procedures;

have the necessary level of insurance cover;

can meet the timescale and comply with any restrictions imposed.

13.10.8 Security

In addition to the above operational requirements, all contractors will comply with any security arrangements which will be determined by the Airport Authority. These will mainly cover access control and critical zone requirements as described in the Security & Access Controls Procedure CIMS/RCA/DA/AO/7.0. Additionally, the contractor will ensure that his staff are acquainted with any security procedures which apply to his area of working. The contract works will be subject to regular inspection by Airport Ops or Security to ensure that all regulations are being adhered to. Pre-contract matters involving security will be addressed in advance. All works carried out on the aerodrome must be in accordance with Control of Contractors (CIMS/RCA/DA/AO/14.1) documentation.



13.11 Control of Access to Aerodrome

Details are in: Security & Access Procedures - CIMS/RCA/DA/AO/7.0

13.11.1 Access to Airside

The main access to airside areas for personnel and vehicles is documented in the Security & Access Procedures document CIMS/RCA/DA/AO/7.0. Vehicles and personnel entering airside via an access point must not, under any circumstances, be given approval to enter the manoeuvring area without permission from ATS. Vehicles and personnel must not be allowed to enter the manoeuvring area without an escort, unless equipped with a radio and hold the appropriate pass. When unmanned, the gates are closed and locked. Security staff control access in accordance with CIMS/RCA/DA/AO/7.0. Access may be sought from ATS or Security and would be controlled by Security. All staff should contact ATS via Licensed Ground Frequency channel 1 before access to specific zoned areas of the Airport is granted. Where necessary specific operational instructions will be issued relating to security matters.



13.12 Aviation Fuel Safety

Reference - CIMS/RCA/DA/AO/5.0

CAP 748;

CAP 642;

DSEAR/ATEX Regulations;

The use of large fuel bowsers in confined and busy parking areas will not be permitted.

All fuelling activities shall be carried out in accordance with CIMS/RCA/DA/AO/5.0.

13.12.1 Persons Responsible for Fuel and Distribution

The AM is responsible in accordance with CAP 748 and the ANO for the safe and efficient operation of fuelling activities at the Airport. Fuel is currently available from various authorised refuelling agents using mobile tankers and static bowsers across the Airport. These sources are detailed in CIMS/RCA/DA/AO/5.0 providing the following fuels:

Jet A1 (F35)

Avgas (100LL)

Jet A1 (F34 – Jet A1 with FSII) Responsibility for compliance with the quality standards and delivery of fuel provided, lies with the licensed third party organisations dispensing on the Airport. They are obliged to comply with the any regulations as outlined in 13.12 Aviation Fuel Safety and subsequent linked requirements. All authorised refuelling agents will be obliged to conduct refuelling in accordance with the Airport policies and procedures. The AM will have unfettered access and will conduct regular periodic oversight through audits and quality assurance methods as detailed in CIMS/RCA/DA/AO/5.0 and will have the right to immediately stop a fuelling activity should the authorised refueller fail to meet the safety standards or follow the policy & procedures required.

13.12.2 Refuelling of Aircraft Inside Hangars

Aircraft refuelling activities are normally to be confined to the apron areas where adequate provision for a fuelling area is available. Refuelling of aircraft inside hangars is permitted provided appropriate fire cover is in attendance.

13.12.3 Helicopter Refuelling – Running Rotors

Rotor running refuelling is at the discretion of the refuellers following suitable risk assessment and safe systems of work, and will normally be permitted to cover urgent and unusual circumstances such as:

ambulance or other emergency service mission where time is of the essence;

when severe weather conditions make it inadvisable to stop engines/rotors;

operational requirements at the helicopter commander's discretion;



circumstances which would require the flight crew to carry out pre-departure checks normally undertaken by an engineer;

Extensive detail of refuelling procedures are also contained in Airport Operational Procedures – Fuel document CIMS/RCA/DA/AO/5.0.

13.12.4 Fuel Reception, Storage, Quality Control and Delivery

The AM is responsible ensuring the suitable day-to-day administration of fuel installations and for ensuring that the following requirements are met. Ensuring that when informed by ATS, that a departing aircraft has suffered an accident OR made a precautionary landing, records are checked so as to ascertain whether or not the aircraft refuelled at the Airport prior to departure. In the event that it has refuelled at the Airport, then a fuel sample MUST be obtained from the appropriate installation and stored with daily samples pending instructions from the AAIB.

13.12.5 Fuel Spills

As detailed in the Fuel Policy (CIMS/RCA/DA/AO/5.0), Pollution Prevention Policy (CIMS/RCA/DA/GT/13.0) and Emergency Orders (CIMS/RCA/DA/AO/4.1).

13.13 Accident and Incident Reporting

Procedure for Reporting Incidents (MORs) All incidents are to be reported by relevant persons in accordance with the Air Navigation Order (Article, Mandatory Reporting). Procedures shall apply as outlined in CAP 381 guidance document.

13.14 Removal of Disabled Aircraft

Aircraft Recovery Procedures - CIMS/RCA/DA/AO/4.7 – Disabled Aircraft Recovery Procedures. In the event of a disabled aircraft obstructing the runway or interfering with an approach aid, the duty ATS operator is to consult with the AM, AAIB (as required), Senior RFFS staff, the EM and the aircraft owner/operator/representative to formulate a plan of action to remove the aircraft as quickly as possible only. The removal of crashed/disabled aircraft is the responsibility of the Airport Authority and at the cost of the aircraft owner/operator.



13.15 Aerodrome Snow Plan

Reference - CIMS/RCA/DA/AO/11.1 – Aerodrome Snow Plan It is the duty of the Airport Authority to maintain the safety of operations during adverse winter weather conditions. In order to achieve this, Airport Operations compile a Snow Plan each year to ensure clarity of the level of service provided to users. The overall aim of the Snow Plan is to provide instructions and guidance, to all staff and Airport users in the event of adverse weather. The precise plan adopted by those personnel responsible for operations will have regard to the severity of the present or forecast ice precipitation and/or snow fall, the operational requirements, and the staff and equipment available. Full details of winter Operations are contained in the latest Snow Plan (Ref: CIMS/RCA/DA/AO/11.1).

13.16 Wildlife Hazard Control Plan

Ref: CIMS/RCA/DA/AO/2.0 – Wildlife Management The Airport Authority recognises that birds are only one of the major wildlife hazards to aircraft and as such the Airport’s policy is to minimise the risk of bird strikes and other wildlife hazards to aircraft on and around the Aerodrome by the planned and co-ordinated use of effective control methods. The Airport will strive to maintain its estate and immediate surroundings in a bird-free and wildlife controlled state. It will implement this by having in place an organised, structured and well-trained wildlife control operation. We will:

Organise an effective system for the management of wildlife control;

Deploy an effective bird detection and dispersal system;

Identify the birds which visit the aerodrome and continuously assess the bird strike hazard;

Identify habitats which attract wildlife and take action to eliminate or reduce the attraction, including the use of a long grass policy;

Report bird strikes to the CAA and ensure efficient two-way communication between Airfield management and the wildlife control operation.



13.17 Aerodrome Safeguarding

Ref: CIMS/RCA/DA/AO/9.0 – Safeguarding Aerodrome safeguarding is a process of consultation between the Local Planning Authority (LPA) and a consultee, namely the Airport Authority. Under the Statutory Direction within the Town and Country Planning Act, each LPA must consult with the Airport Authority on applications which fall within certain criteria. The Airport Authority uses guidance provided in CAP 738, Safeguarding of Aerodromes, which provides details of the procedures to be followed to safeguard the Aerodrome. The general assessment of any planning application may take into account some or all of the following:

Obstacle Limitation Surfaces (OLS);

Instrument Approach Procedures;

Public Safety Zones;

Birdstrike Hazard;

Interference with Lighting;

The use of cranes;

Interference to navigational aids;

Line of sight to the ATS Tower.

13.18 Wind Turbines

The Airport Authority uses the guidance in CAP 764, CAA Policy and Guidelines on Wind Turbines, in the assessment and treatment of wind turbine farm applications. The assistance of NATS personnel is used to confirm the technical aspects of a wind turbine application. The AM and Group ANSP Manager in consultation with the safeguarding contractor (as required), will undertake a safeguarding assessment on the operational impact of a wind turbine application. All safeguarding assessments are recorded and kept by the Airport Authority. All applications are responded to by the AM or with the support of the RCA Group ANSP Manager to either the LPA or the developer of a Wind Farm after consultation with the Safeguarding contractor. Periodically there will be a Tour of the areas adjacent to and surrounding the Airport boundary to check that there are no obstructions infringing safeguarded surfaces particularly in the approach and departure tracks. Items of concern will include tall trees, cranes and lights that may cause confusion to aircraft.



13.19 Runway Incursion Prevention

The definition of a runway incursion is “Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft” To assist in the awareness of this issue, the Airport Authority has adopted the guidance prepared by Eurocontrol, European Action Plan for the Reduction in Runway Incursions. The guidance specifies a review of the following:

Visual aids – AGL, signs and markings, situational awareness;

ATS instructions and phraseology;

Movement area layout and the identification of ‘hot-spots’;

Airside driver training – its robustness and suitability;

Maintaining runway safety during works-in-progress. The Airport Authority has set up a Local Runway Safety Team (LRST). TORs for this group are set out in the Safety Related Committees section of this manual. The team discusses the issues above and analyses any data from the Airport or any other relevant Airport, which is specific to runway incursion awareness.

13.20 Monitoring Third Parties

The Airport Authority is aware of its responsibilities under the ANO regarding the responsibility for the control of those areas inside the aerodrome boundary available for aircraft movements requiring the use of a licensed aerodrome. Access to the Airport is controlled as described in paragraph 13.11 above. Third parties operating airside on a regular basis will have to complete Airside Safety Training as a minimum and other training for vehicles and specialist operations. Irregular visitors to the aerodrome will require an escort from a suitably trained and competent pass holder.



14 VISUAL AIDS

14.0 Aerodrome Ground Lighting (AGL)

14.0.1 Basic Licensing Requirements

Aerodrome ground lighting provides the pilot with location, orientation and alignment information in adverse visibility conditions and at night. The Airport is not currently licensed to operate at night and currently has no AGL with the exception of aiming point lighting for the Coastguard. The EM is responsible to the AM for provision of lighting requirements. Where provided, the Airport lighting meets the requirements of CAP 168 Chapter 6 according to runway status and operating conditions. Runway lighting (once installed) will be described in the Aerodrome Manual and official publications as required. ATS will display the lighting provided in accordance with the time of day and prevailing conditions that correspond to the requirements of CAP168 Table 6.1 and 6.4.

14.1 Description of Visual Aids

There are currently no visual aids at the Airport.

14.1.1 (RESERVED) Approach and Runway Lighting

14.2 (RESERVED) Brilliancy Settings

14.3 Standby Power Arrangements

A diesel generator provides the standby power supply to the Control tower only. In the event of a mains power failure, the standby generator will come on line and continue to provide power until mains services are resumed. There is one diesel generator as follows:

Tower Generator: Situated in the building next to the tower block, this supplies power for all essential ATS services.

14.4 (RESERVED) Routine Flight Inspections



14.5 Responsibility for Obstacle Lighting

All physical features within the Airport and its immediate environs, which are likely to infringe approach/take-off surfaces or are a hazard to navigation are marked with obstruction lights. The principal obstruction light locations are as follows:

Control Tower Mast

Airport Weather Equipment Mast

MCA Coastguard Hangar

Coastguard Mast

Spinnaker Tower

Calshot Stack All except the last four are the responsibility of the Airport Authority. Relevant obstacles will be recorded on the official Airport CAP 232 Safeguarding report and will be also recorded in the Airport’s official AIP entry.

14.6 (RESERVED) Maintenance of Visual Aids

It is the responsibility of the SATE to ensure the maintenance of the visual aids at the Airport. Regular maintenance schedules for each visual aid, and detailed instructions are included in the planned maintenance. If a visual aid has to be taken out of service, the SATE or EM will contact ATS and a NOTAM will be generated if necessary. This NOTAM will be agreed by the SATE and AM.



15 RESCUE AND FIRE FIGHTING SERVICES

15.0 General

References:

Fire Station Manual (CIMS/RCA/DA/AO/4.2);

CAP 699;

Airfield Emergency Orders (CIMS/RCA/DA/AO/4.1);

Breathing Apparatus Policies & Procedures (CIMS/RCA/DA/AO/4.8 (RESERVED));

RFFS Theoretical Training Manual (CIMS/RCA/DA/AO/4.9).

15.0.1 RFFS Category

The Aerodrome categories are based upon the requirements of CAP 168. The Rescue and Fire Fighting Services are organised and equipped, manned, trained and operated to ensure the most rapid deployment of facilities to maximum effect in the event of an accident and at any event within the response time requirements set out in Chapter 8 of the CAP 168. The level of protection to be provided at licensed aerodromes in the United Kingdom accords with the practice recommended by the International Civil Aviation Organisation. The Air Navigation Order requires aircraft flying in the United Kingdom for specified purposes to use only a licensed, Government or Authority Aerodrome. At licensed aerodromes the scale of Rescue and Fire Fighting (RFF) protection to be provided is determined by the overall length and maximum fuselage width of the largest aircraft expected to use the aerodrome. A movement is either a landing or take-off. For all other movements of aircraft received on an occasional basis, the RFF cover is to be provided to a minimum of the level appropriate for the specified aircraft as detailed in CAP 168. The scale of service provided is promulgated on the AIP, Airport Website and in the Technical Information Section of the Aerodrome Manual. Extension of Airport RFFS category or operating hours may be arranged, provided 24 hours’ notice is given by the aircraft operator. Any freight movements will be covered during normal operational hours. Outside of promulgated hours these movements will be reviewed on their individual merit depending on size of aircraft and type of freight. Following information received regarding higher category movements; the AM will take appropriate steps to secure additional agreed manning levels. It is important to discuss the need to provide additional staffing as soon as possible. Where this is less than 12 hours, cover may be difficult to achieve.



Sufficient appliances, equipment and media levels are readily available to cover all movements up to and including Category A2 (Category A3 on remission), however the normal level of daily RFF operational cover will be to Category A1. Once personnel levels have been increased to the relevant category, the RFFS team will notify ATS, this will be recorded in the relevant logbooks.

15.1 Depletion of RFFS

In the event of depletion of the provision of RFF services due to unforeseen circumstances, i.e. mechanical failure of a vehicle or a sudden illness/unavailability of a member of staff, the duty ATS / RFFS staff must carry out the following actions:

Inform the AM of the reduction on the promulgated RFF category and expected duration of the depletion period, including the Category currently available;

Check the planned aircraft movements and categories;

Inform the users by following the communications process in the event of an operational Airport update affecting services and provision. Notifying the users of the depletion and expected duration;

Arrange the return of the promulgated category at the earliest opportunity;

When the level of RFF protection are restored to the required category, the duty ATS staff is to immediately inform the AM followed by the users in the same manner;

Ensure that all actions are recorded in the ATS and RFFS logbook. Exceptions to the above should be made for emergency landings and for occasions when, in the pilot’s opinion, a diversion or hold may introduce a more significant hazard.

15.2 Appliances

RFFS appliances may vary however are, deployed as follows:

Normal Deployment Minimum Deployment Category A1 1 x Isuzu D-Max + 2 staff 1 x Isuzu D-Max + 2 staff Category A2 1 x Isuzu D-Max + 3 staff (A2 on remission) 1 x Isuzu D-Max + 2 staff The appliances meet the automotive standards as defined in ICAO Airport Services Manual Part 1. Records of appliance automotive tests are kept in the Control Tower where all training tests, drills are recorded.



15.3 Staffing Levels

The person in charge of the Airport Fire Service is the duty Senior Airport Ops Assistant / RFFS and may be referred to as the duty SAFO. Minimum RFFS staffing levels:

Normal Deployment Minimum Deployment Category A1 2 x firefighters 2 x firefighters Category A2 3 x firefighters (A2 on remission) 2 x firefighters 1 x Firefighter will be allocated as Officer in charge (most qualified, normally the Senior Airfield Ops Assistant/RFFS).

15.4 Table of Media

Appliance Water (Litres) Foam (Litres) Dis Rate (Litres/min)

CO2 (kg) Dry Powder (kg)

Isuzu D-Max 700 42 Level C 3% 726 @ 20 bar 20 54 – Monnex 2 – Dry Powder

Minimum stock levels will not fall below those as detailed in CAP 168 chapter 8. For stock control purposes a detailed procedure is contained within the Fire station Manual (CIMS/RCA/DA/AO/4.2).

15.5 Fire Station Procedures

It is not within the scope of this manual to specify all RFFS procedures. Full details relating to training actions and procedures are contained within CIMS/RCA/DA/AO/4.0 and held by the RFFS department:

Fire Station Manual (CIMS/RCA/DA/AO/4.2)

Risk Assessments;

Breathing Apparatus Policies & Procedures (where appropriate – CIMS/RCA/DA/AO/4.8 (RESERVED));

Fire Station Theoretical & Physical Training Manuals (CIMS/RCA/DA/AO/4.9 & 4.11);

Airfield Emergency Orders (CIMS/RCA/DA/AO/4.1). Any questions relating to RFFS issues should be addressed to the Senior Airfield Ops Assistant / RFFS.



15.6 Call Out Procedures

ATS monitor all apron and manoeuvring areas during Airport operational hours. Any incident requiring RFFS attendance will be in accordance with the Airport Emergency Orders (CIMS/RCA/DA/AO/4.1). In periods outside of operational hours, operators must have the written approval of the Airport Authority to operate and must allocate a person or company to meet them. Thus allowing for a point of contact to alert emergency services in the event of an incident or support requirement. The following call-out procedure is to be used:

DURING OPERATIONAL HOURSCALL CONTROL TOWER

01329 824749

OUTSIDE OPERATIONAL HOURS CALL

999

ATSO Activates ERP

Airport RFFS arrive at incident. ICP setup

AM Notifies Senior Airport Stakeholders

First Responders Activated

First Responders Arrive @ RVP – Directed to ICP

Airport RFFS Notified

AM Notified

Emergency Call 999

FBC On-Call Oficer Notified

Call made from relevant agency

If AM not available, FBC cascade to next on contact list

In general the crash alarm and alerter will be the primary call out systems. This is supported by the radio or telephone system. RFFS staff remain in constant communication with ATS via portable & fixed R/T at all times whilst off station, this includes training and any other areas within the Airport boundary the RFFS may expect to be during the course of their normal or extraneous duties.



15.7 Response Times and Exercise Turnouts

To ensure minimum response times are achieved, a minimum of quarterly response times are performed. Records of all response times and tests are documented and retained for reference and inspection. These include various locations to where the RFFS would be expected to respond. Involvement of RFFS personnel in extraneous duties will be curtailed if for any reason the duty Senior Airfield Ops Assistant/RFFS considers response times will be compromised.

15.8 Training

The Senior Airport Operations Assistant is responsible to the AM for the training programme and maintenance of training records for RFFS personnel in accordance with CAP 168 and CAP 699. This training will include but not limited to the following:

Realistic fuel fire training;

Breathing apparatus training in heat and smoke (where appropriate);

First Aid;

Low Visibility Procedures;

Health and Safety. A detailed and comprehensive training program is contained within the RFFS training manuals (CIMS/RCA/DA/AO/4.9 & 4.11) in accordance with CAP 168 & 699. It is the policy of the Airport Authority that all RFFS personnel must hold a valid HSE approved First Aid at Work qualification, renewable in accordance with current HSE policy.

15.9 RFFS Emergency Response Commitments

In the event of a fire, incident or emergency occurring within the Airport requiring RFFS attendance this will be undertaken according to the following:

Location Minimum Vehicles Minimum Riding

Strength

05 Threshold 1 2

23 Threshold 1 2

E1 Hold Point 1 2

South East Apron 1 2

North East Apron 1 2

Control Tower 1 2

Hangars West 1 2



15.10 1000m Response Assessments

The areas within 1000m of the ends of runways are completely reviewed bi-annually (CIMS/RCA/DA/AO/4.18). Any rectification work within the Aerodrome’s boundary requiring attention will be the responsibility of the EM to perform under direction from the AM. The sea is located at one end of the runway within the 1000m assessment area. Visual assessments of the immediate area surrounding crash gates are carried out during inspections of the crash gates. For incidents occurring outside the aerodrome boundary, an agreement was reached with the Emergency Planning Committee members which identifies that support will be provided by the First Responder Network in the first instance, recognising the limitations of resources and unique topography to the sea to the South and farmland to the North. Where any response from the RFFS is justified, egress from the Airport will be wherever possible through the Airport’s break-out gates (also referred to as crash gates). The break-out gates are located as near as possible to provide access directly into the 1000m response areas thus reducing the need for driving on public roads. A copy of the break-out gate locations are held in the RFFS manual (CIMS/RCA/DA/AO/4.0) If a need exists for RFFS appliances to use public highways; a procedure to cover this is contained within the RFFS manual (CIMS/RCA/DA/AO/4.0).

15.11 Landside Aircraft Incidents

The Airport RFFS will normally only respond to aircraft accidents outside of the Airport under special circumstances and only with the permission of the AM and ATSO. In the event of an aircraft accident off the Airport, procedures can be found in the Emergency Orders (CIMS/RCA/DA/AO/4.1). Special circumstances are:

A request to attend from the Local Authority Fire Service;

Humanitarian or moral grounds in accordance with the Airfield Authority/Company Policy



15.12 Domestic Incidents

Should any incident occur where life or Airport property is at risk, or the effects from such an incident have an effect on the safe operation or disruption of the Airport, the RFFS will attend as the First Responder. The response will be minimalist to deal with the incident. Every effort will be made to maintain or recover the Airport category at the earliest opportunity. To this effect upon the arrival of the external emergencies services, control of the incident will be directed to them as soon as practicable. Further detailed information with regard to domestic incidents are contained within the Emergency Orders (CIMS/RCA/DA/AO/4.1). Any domestic or non-Airport infrastructure incidents attended may be subject to a surcharge.

15.13 Additional Water for use in Firefighting Operations

There are various fire hydrants supplying the Airport as detailed on the Crash Grid contained in the Emergency Orders. Apart from the supply hydrant at the Control Tower (adjacent to the car park gates), the hydrants are not particularly well located. This is changing with the new infrastructure work across the Airport and reference should be made to the Hydrants locations map which will be the most current documented list and locations and will be contained in the Airport Emergency Orders (CIMS/RCA/DA/AO/4.1). No serviceable EWS exists on the Airport. During any contractual (e.g. resurfacing, drainage) works on site, measures are taken to ensure that adequate additional water supplies are available. The adequacy of back up water sources is checked daily during contract works and contractors routes are chosen to ensure minimum disruption and guaranteed access. In the event of disruption to water supplies, procedures are contained within the Emergency Orders to request an increase of the local authority Pre-Determined Attendance (PDA).



15.14 Flights Not Requiring a Licensed Facility

Freight, ambulance and other flights not required to use a licensed facility will receive the category at the time of operation during normal operating hours of the aerodrome. The above flights requiring to operate outside of the normal operating hours of the aerodrome will receive the category that is requested and will be subject to mandatory out of hour’s approvals and extension fees as applicable.

15.15 Response in Abnormal Conditions

When weather conditions are such as to render a landing or take-off difficult to observe, the RFFS will be placed on ‘weather standby’. Procedures for ‘weather standby’ are set out in the Emergency Orders. Low Visibility Procedures (LVP) are detailed within this manual under Section 13.

15.16 Use of 121.6MHz VHF

Fire response vehicles are equipped with two-way radios in contact with the ATS. ATS can communicate via VHF radios to enable communications with aircraft commanders in certain emergency situations, providing a link back to the RFFS response on the ground.

15.17 Personal Equipment

All personnel are equipped with suitable protective clothing including helmets with visors, trousers, tunics, gloves and boots. This equipment is regularly examined for wear and tear or damage and replaced when necessary. The RFFS have a PPE/RPE policy to conform to PPE/RPE Regulations and Management of Health & Safety at work.

15.18 Radio Communications

The appliances have approved portable radio communication equipment enabling voice contact to be made between fire service personnel, ATS and the emergency services. Portable R/T communications are also provided to enable RFFS personnel to maintain communications whilst away from the vehicles.



15.19 Inspection and Testing of Appliances and Equipment

A schedule of inspections are undertaken to ensure standards compliance. Maintenance is undertaken in accordance with manufacturer’s instruction and recommendations. The Airport Authority has a mechanical maintenance contract with a commercial vehicle specialist who is familiar with the specification and performance requirements of RFFS appliances. Maintenance, test and inspection records are kept for all equipment.

15.20 Inspections

The Senior Airport Operations Assistant or an AM appointed person audits the RFFS section on a regular basis, maintaining records of all aspects including personnel and equipment. Training records, drill and exercise documentation are also audited.

15.21 Medical Services

No medical facilities exist at the Airport. Ambulance and hospital facilities are close to the Airport site with Gosport War Memorial Hospital for minor injuries and the main N.H.S. unit is Queen Alexandra Hospital (QAH) in Cosham; regular liaison visits are made by outside ambulance staff. The MCA Coastguard is based at the Airport and their assistance can be requested through their operational control centre; to provide assistance for medical emergencies.

15.22 Ambulances

The Airport relies on the Local Ambulance Service in cases of emergency or persons requiring transportation to hospital. This service is easily available and response is within a few minutes. The Local Ambulance Service is available through the cascade telephone system which responds to full emergencies and aircraft accidents (via ATS) or is contactable in normal circumstances via telephone as listed in the Airport Emergency Orders (CIMS/RCA/DA/AO/4.1).

15.23 First Aid

On site first aid assistance is available at the Airport. All RFFS staff are fully qualified in First Aid at Work in accordance with HSE Health & Safety at Work Act and continued through the RFFS Training Programme. RFFS Medical training will be in accordance with CAP 168.



15.24 Scale of Medical Services

The majority of first aid medical equipment is held in the fire station and on appliances. Medical supplies in the Control Tower are restricted to first aid standard only with first aid boxes strategically placed. A Defibrillator is also held at the Airport and RFFS staff are trained in its application. A full list of equipment is held in a Test and Inspection Manual (CIMS/RCA/DA/AO/4.10) and controlled using the Equipment Management System (EMS).

15.25 Selection of Personnel (Medical)

Fire Service personnel are selected in accordance with the full criteria as detailed in the RFFS company medical standards. Medical examinations of all staff are undertaken by approved Company Occupational Health Consultants.

15.26 Emergency Lighting

Fire appliances are not fitted with external task lights as the Airport operates only in daylight hours.

15.27 Casualty Shelters and Blankets

In the case of a medical emergency or incident requiring medical support, the Local Ambulance Service or through their partners can provide a casualty shelter and extra blankets.

15.28 Mortuary Facilities

No mortuary facilities exist on the Airport. Ambulances would be used to transport bodies to a local hospital or suitable storage facility.



16 EMERGENCY PLANNING

16.0 Integrated Management Response to an Accident / Emergency

16.0.1 Responsibility

The Emergency Planning Committee (EPC) is the relevant body for the review, amendment and planning of accident and incident emergency organisation. The EPC works directly with the Civil Contingencies Planning Team from the County and Borough Councils. Details of this group are provided in Section 2. The Committee through the AM’s appointed person; the Senior Airport Operations Assistant; are responsible for the production and amendment of Emergency Orders.

16.0.2 Routine Testing

The frequency of major exercises is in accordance with CAP 168 Chapter 9. The Airport has training and familiarisation sessions to ensure that all parties involved are fully aware of their responsibilities and required actions. Testing involves the use of actual exercises, table top and communications exercises to demonstrate the effectiveness of the procedures. The Airport Fire Service holds exercises on the Airport on a regular basis. Major exercises involve outside agencies. Liaison visits and training is carried out in conjunction with the Civil Contingencies Planning Team and local Emergency Responders network.

16.0.3 Post-Accident Management

The Post Accident Procedures will be the same as those described in the Emergency Orders (Aircraft Accident), scaled down if necessary, to comply with the nature of the incident. If the accident is not serious enough to prolong the involvement of the emergency services beyond incident closure, it may be necessary for the aircraft operator and Airport Authority staff to work with the AAIB inspectors until the latter feel that all evidence and investigative procedures have been concluded. An aircraft recovery plan has been compiled by the Airport and is held within the RFFS Manual (CIMS/RCA/DA/AO/4.0).



16.0.4 Emergency Orders

Emergency Orders (CIMS/RCA/DA/AO/4.1) are published and issued to those with a direct responsibility for actions in the event of an aircraft accident or incident. It is a requirement that all Airport staff are familiar with the content and application of the procedures contained in the orders. These may be in addition to specific company instructions or procedures. The distribution, control and amendments of the Emergency Orders are responsibility of the Senior Airfield Operations Assistant under the AM.

16.0.5 Accident \ Incident and Mandatory Reporting Policies

A reportable accident is any accident occurring between the time a person boards an aircraft with the intention of flight and until such time as all persons have disembarked during which any person sustains harm or the aircraft suffers significant damage. All notifiable accidents shall be reported to the CAA. The responsibility for the reporting of notifiable accidents is delegated to ATS. All ATS staff are required to be familiar with the responsibilities regarding MOR in accordance with the ANO (Article 106) and Airport Operations Procedures. In the event of an aircraft incident or accident on or adjacent to the aerodrome, the co-ordination of the accident reporting procedure is the responsibility of the on duty AGO. The report is to be made by the quickest means available to the AAIB. Details are contained in the Airport Emergency Orders and Airport Operations Procedures CIMS/RCA/DA/AO documents.



17 AIR TRAFFIC SERVICES

17.0 Air Traffic Management

Air Traffic Services (ATS) is managed in accordance with the CIMS Governance and Airport Operations Procedures CIMS/RCA/DA/AO documents. Co-ordination between the Airport and Fleetlands ATZ is effected in accordance with the Letter Of Agreement (LOA) contained in the Airport Operations Procedures CIMS/RCA/DA/AO/3.1.

17.1 Runway in Use

17.1.1 Selection of a Runway in Use

As detailed in Airport Operations Procedures CIMS/RCA/DA/AO/3.2 - Runway In Use. ATS will always assist crews in providing a safe and expeditious arrival and departure. It is recognised that ‘non-runway in use’ requests will be made. These will be accommodated depending on the operational demand and difficulty. It is recognised the Aircraft Commander has ultimate responsibility in forming a judgement for the optimum runway. Aircraft Commanders must accept that a request for a runway other than the nominated duty runway may incur a delay.

17.2 Noise Abatement Procedures

Refer to Airfield Operations Procedures CIMS/RCA/DA/AO/11.2 – Noise Abatement.

17.3 Alerting the Emergency Services

17.3.1 Search and Rescue Alerting

The procedures detailed in the Airfield Emergency Orders are to be followed.



18 COMMUNICATIONS AND NAVAIDS

18.0 Ground Radio Communications

The Airport operates a digital ground frequency for vehicles and ground traffic to communicate with ATS and to seek approval to navigate the airside areas. In addition a dedicated Operations/RFFS frequency is reserved for Airport Authority use. This is known as ‘Lee Base’.

18.1 Radio Navigational and Landing Aids

The Airport operates an Air to Ground Communications Service (AGCS) 118.925 ‘Lee Radio’.

SMS Incorporating The Aerodrome Manual · 13.15 Aerodrome Snow Plan 124 13.16 Wildlife Hazard...

Documents

Transcript of SMS Incorporating The Aerodrome Manual · 13.15 Aerodrome Snow Plan 124 13.16 Wildlife Hazard...