Edited by Lisa Janes Operations & Business Administrator

Welcome to issue 7 of the Airside Safety Bulletin. Thank you to those who have contrib-uted to this month’s release. Please ensure the Safety Bulletin is available for all your staff members to read. We encourage feedback and contributions so everyone can learn and appreciate the complex risks and tasks we are all exposed to in the Airside Environment.

Non-compliance Statistics for period 1st July 2013 – 30th September 2013

Airside driving examples that have re-

sulted in non-compliance are:

♦ Failure to hold at a stop position

when aircraft anti-collision beacons

are illuminated and the aircraft is

ready for push back from stand 3

and 5.

♦ Vehicles and equipment left on

interstand clearways

♦ Vehicles parked in unauthorised

parking bays/hatched areas

♦ Vehicles left unattended with the

engine running

♦ Speeding

Examples of Non-compliances is-

sued for not complying with Ramp

procedures are:

♦ No Marshaller present on

stand for arriving aircraft

♦ Non deployment of Cones or

PIGS

♦ Lack of passenger escorts to

supervise boarding/

disembarkation

♦ No FOD check of stand prior to

aircraft arriving.

♦ Unserviceable aircraft APU

procedure not followed.

Examples of non-

compliances issued for

unspecified offences are:

♦ FOD left on the

apron

♦ Manoeuvring area

incursions

♦ Airside doors left

open

♦ Incorrect/no PPE

for activity

All the details of the LBIA non-

compliance scheme can be found in the

Aerodrome manual, Section 6 chapter 3

Edited by Lisa Janes Operations & Business Administrator

Airfield Water Supplies

In the event of an aircraft accident occurring on the airfield the Rescue and Fire Fighting Service (RFFS) may need to utilise

large quantities of water if fire were involved in addition to that carried on the fire appliances. Thankfully aircraft accidents are

few and far between. The Manchester aircraft fire in 1986 involving a Boeing 737 would be the one aircraft incident involving fire

that springs to most people’s minds. During that incident the RFFS used in excess of the amount of water required to be pro-

vided for normal fire fighting operations.

CAP 168 Chapter 8 details the requirements’ in terms of Rescue and Fire Fighting Services that must be provided at licensed

aerodromes. Within that chapter it details how much water must be provided on the fire appliances. LBIA is a Category 7 airfield.

For normal (Cat 7) operation the RFFS are required to provide 12100 litres of water. The fire appliances at Leeds have a capac-

ity of up to 12000 litres; there are 3 appliances on duty at a time. This may sound a lot of water but an appliance can empty itself

during fire fighting operations in about 2 minutes.

To support the water carried on the appliances there are several water supplies within the airport boundary. These are made up

of Underground fire hydrants, buried static tanks and above ground static tanks. These supplies allow the RFFS to resupply their

appliances thus allowing them to continue fire fighting operations.

It is therefore vital that these supplies are maintained at all times in terms of access and serviceability throughout the year.

Fire Hydrants that are located around the apron and apron road are identified with standard fire hydrant makings. The left picture

below indicates that there is a fire hydrant with a 75mm diameter main which is 3 meters away from the sign, middle picture

Emergency Water Supply and right picture static above ground water tank.

Under no circumstances should any of these be obstructed or obscured from vision E.g. Parked equipment or snow banks.

When carrying out your daily duties on the airfield please pay attention to your surroundings and ensure that these vital water

supplies are accessible at all time. If you spot a problem such as a leak or a hydrant that is obstructed please contact the RFFS

immediately on Ext 3244, alternatively the AOU on Ext 3231.

Article written by RFFS Watch Manager Andy Took

ARE YOU SNOW AND ICE READY?

As part of the LBIA snow plan, additional equipment has been

purchased for the landside environment.

Airside Operations have a supply of shovels and other clearing

equipment to be made available to all airside users.

Please check to see what stocks you currently hold in your areas.

The metal cabinets airside will be stocked over the coming

weeks.

Edited by Lisa Janes Operations & Business Administrator

Work with us to keep LBIA tidy! Reminder of waste locations airside

The Role of the Ryanair Refuelling Supervisor (RFS) Whenever a Ryanair aircraft is being refuelled with passengers embarking or disem-barking, a suitably qualified person (normally a Ryanair Pilot/engineer/or trained ground crew member) shall monitor the process and have the ability to communicate directly with the flight deck in case of an on ground emergency or any other hazard that arises during the fuelling process. The RFS will plug his headset in via the forward service interphone point and ensure that this means of communications with the flight deck is available while refuelling takes place. Once communications are established the RFS shall remain on the ramp in close proximity to the refuelling point throughout the fuelling process. He can though at this point complete his walk-around. The RFS has to be vigilant that the ground area beneath the exits intended for emer-gency evacuation and slide deployment are kept clear and that in the event of the presence of fuel vapours being detected inside of the aircraft ensure that fuelling is stopped immediately. Article written by Simon Dixon– Ryanair Base Captain

Edited by Lisa Janes Operations & Business Administrator

Winter Operations at LBIA

With the summer season almost over thoughts turn to the winter period, the VWS are hard at work servicing and checking all the snow vehicles.

Refresher training on the vehicles has already started in the AOU (Airside Operations Unit) who will also do refresher training with the RFFS

teams. The current snow plan is being reviewed by the AOU and any changes made. As most people are aware the weather at LBIA can change

in a matter of minutes so all the snow clearing teams need to be fully aware of what is required, the list below shows the order of priority for snow

clearing.

Stage 1

(a) Runway 14/32 for its entire length, including the full 32 turning D. (b) Taxiway November from the 14/32 inter-section up to holding point “N1” and holding point “Bravo”. Note: It is likely that operations will re-comence when Stage 1 is complete. Stage 2 (a) Taxiway Alpha. (b) Main apron stands (which are not occupied) in priority of use as Detailed by the AOU. This will be done in order to provide maximum utilisation of the stands by scheduled movements. (c) 14 loop*. (d) Taxiway November east of holding point “N1” including “C” & “D3”. (e) Taxiway Lima from 32 edges to holding point Lima 3. Multiflight will Under take apron clearance wherever possible (see stage 3 below) (f) Remaining apron stands (when not occupied) as required.

The reporting of the conditions to ATC who then pass onto the flight decks of the inbound/outbound aircraft is a key role and is carried out by

either the AOU Leader on shift the AOU manager or the Head of Operations using the call sign Snow Man, this is a vital part of the operation as

any hesitation or wrong information given could lead to an aircraft accident, thankfully all who take on the role of snow man are trained to a very

high standard and all are confident in this role.

The pictures below show a few of the vehicles used for the snow clearing operation. We have an addition of 2 John Deere tractors on hire for this

year’s operation and we have 2 DAF wagons fitted with a plough on the front and brushes on the rear.

Front mounted brush Dan Line 540 Dan Line 450

Ice is another problem area we must deal with both AOU and RFFS will be out for long periods checking for and treating icy areas whilst flight

operations continue. Close monitoring of the apron, walkways and runway is key to the safety of the passengers and the aircraft. Regular stock

checks are required and knowing when to order the next full load of de-icing fluid so that the risk of running out is not going to happen.

Frazier Agribuggy Sprayer John Deere tractor with front brush and a sprayer on the rear

John Deere with a large plough on the front New DAF with Danline 450 brush on rear and plough on front

Edited by Lisa Janes Operations & Business Administrator

Safety at LBIA is no accident

Airports are a fascinating mix of operations. From the smiling baristas in Ritazza to the incredible force generated when a 115 ton Boeing

757 lands at 180 miles per hour on a slab of concrete 1,900 metres long, we daily mix people and machines. We do it 365 days a year, in

all weathers and we do it safely.

This year more than 3 million people put their faith in the profession-

alism of staff at Leeds Bradford International airport. Many people

work alongside others they have never met before. Many people will

never know the names of others of those who play vital roles in deliv-

ering our passenger to their destinations.

How do we manage to achieve this skilled balancing act ? It is true

that safety is no accident. We train hard and we work hard to deliver

safe service. We examine every safety report in detail and try to learn

lessons which feed back into training.

My world is Air Traffic Control. I have worked in the profession across

the world for longer than I care to remember. We teach our Air Traffic

Controllers skills and techniques to deal with the expected and the

unexpected. It can be a daunting prospect for a new Air Traffic Con-

troller to first transmit instructions to pilots. Those silver haired gentlemen in uniform we all see walking through the terminal are skilled and

knowledgeable. They are not slow to advance the case of why their aeroplane should be first in any queue. Learning to control 4 or 5 dif-

ferent aircraft at any one time takes skill as a controller but also as a person. Developing the right mix of decision making and authority is a

real art. Controllers soon learn what to say and how to say it. For those unfamiliar with our world it can sound a strange language delivered

in a tone that conveys authority.

We have recently looked into 2 safety incidents on the airport. People

did unexpected things and safety could have been compromised. How-

ever training and alertness stopped these potential incidents from actu-

ally causing more serious consequence. In our review of the incidents

we noticed human factors which could have been part of the cause.

The very authority and style of ATC delivering a radio transmission

could have made individuals feel they must obey - even if their own

knowledge showed potential hazard.

Air Traffic Control has a clear purpose. That is to prevent collision in

the air and on the ground. Many other people on the airport have aero-

plane or passenger safety as a requirement of their job. They have a

level of knowledge and expertise which is vital to safety. Whether it is

driving a vehicle on the runway or supervising the towing of an aircraft.

We are all involved in safety. There are fine balances between many

roles on the airport.

If you as an individual feel that you have been told or instructed to do something, and from where you are, it may be unsafe then please,

please, please speak up. On the radio or face to face you have the authority of common sense and our joint desire to enhance safety. It

only takes a few seconds to say you are “unable to comply with that instruction”. Saying that is much preferable to complying with an in-

struction you think might be unsafe. LBIA has mature and sensible ways of reviewing such matters. We would rather someone took a little

longer to act and we had a chance to review our actions than someone endanger our passengers or aircraft.

Our passengers trust us. We trust our highly trained staff and contractors. Together we all keep LBIA operations safe.

Article written by Doug Maclean – Temporary Manager Air Traffic Control.

Please contact Richard Duncan or Alan Shaw for clarity on any issues.

Edited by Lisa Janes Operations & Business Administrator

Human Factors

The single most important opportunity in aviation safety today is the study of Human Factors as this will lead to improving the perform-ance of people.

Why should we embrace human factors?

Research consistently shows that human performance and behaviour have been a major component of 85% of aviation related accidents and almost always in the remaining 15%

A vast majority of Ramp inci-dents involve some type of human error or violation of stan-dard operating procedures, policies or processes.

In the United Kingdom, the UK Bureau of Labour Statistics reported that 1 out of every 10 aviation employees suffers injuries each year.

The Flight Safety Foundation estimates that the annual cost of em-ployee injuries in the global aviation industry is £5.8 billion and a further £4.2 billion in costs for ground accidents and incidents.

The National Safety Council estimates that for every one pound invested in safety pro-grammes, the company will save six pounds.

People are a key resource in operating an airport and we have an obligation to provide a safe workplace.

When a worker misses work due to an injury, other workers may have to complete additional tasks and can add to tiredness, stress and fatigue thus increasing further risk of injury.

Understanding Human Factors plays an important role in imple-menting an effective Safety Management System.

It also assists the organisation to develop more effective employee Health and Safety programs and meet local Health and Safety laws.

So, by embracing Human Factors you will:

♦ Help maintain your own Health and Safety at work and the Health and Safety of others

♦ Reduce the likelihood of human errors, incidents and acci-dents

♦ Save money by reducing the cost of incidents and accidents

♦ Help develop a positive and healthy Safety Culture at our airport

What is Human Factors?

Human Factors is the study of people and how they interact in their living and working environments.

It includes all aspects of the person including:

♦ Mind (intellectual)

♦ Body (physical)

♦ Feelings (emotional)

and how these aspects interact with various components of their living and work environment including:

♦ Procedures, processes and policies

♦ Hardware such as machines and technology

♦ Environmental factors such as heat, cold, noise, vibration

♦ Other people

The International Civil Aviation Organisation (ICAO) has long known of the importance of human factors. It defines human factors as:

“Human Factors is about people: it is about people in their working and living environments and it is about their relationship with equip-ment, procedures and the environment. Just as importantly, it is about their relationships with other people. Its twin objectives can be seen as safety and efficiency.”

Human Factors and Safety Management Systems (SMS)

The principles of Human Factors play a critical role in many of the layers in a Safety Management System.

As previously stated, 85% of aviation accidents involve some aspect of human error that has contributed to, or directly caused a break-down in one or more layers of the safety system.

Human Factors concepts help us to understand the dynamics of human performance and how to be aware of and deal with human errors. This knowledge is critical to the effectiveness of an airport’s Safety Management System.

Organisational Commitment

SMS requires a commitment to safety from every part of an organi-sation including executive leadership. This commitment needs to be demonstrated through policies and actions including procedures and processes. Human Factors helps us to understand the dynamics of human relationships and how to manage these dynamics effectively.

Safety Culture

The many components of SMS and Human Factors combine to develop a Safety Culture at all levels of the organisation.

Key Human Performance Factors

There are many factors that influence how well we can perform our duties. Human Factors research has identified a number of factors that influence human performance.

Each person should consider these factors in their own duties and in the duties of others:

♦ Physiological Factors

♦ Physical Factors

♦ Environmental Factors

♦ Psychological Factors

In summary

Human Factors - What is it?

♦ fitting the task to the person

♦ person / system interaction

♦ exploiting the strengths and overcoming the limitations of the human in the loop

♦ common sense

♦ all of the above??????

A multi-disciplinary approach drawing on psychology, ergonomics, engineering & physiology

Good Human Factors

♦ exploits the strengths and tries to overcome the limitations of the human operator

♦ recognises that human error is inevitable

Alan Shaw ATC Manager

Richard Duncan AOU Manager

Mark Rutter SMS & Emergency Planning Manager

Bruce Marriott H&S Manger

Edited by Lisa Janes Operations & Business Administrator

Key Contacts Richard Duncan AOU Manager Richard.duncan@lbia.co.uk Bruce Marriott Health and Safety Manager Bruce.marriott@lbia.co.uk Mark Rutter SMS Emergency Planning Manager Mark.rutter@lbia.co.uk 07795 565336 Tracey Stevenson Environmental Manger Tracey.stevenson@lbia.co.uk Paul Dale Fire Service Manager Paul.dale@lbia.co.uk Alan Shaw ATC Manager Alan.shaw@lbia.co.uk RFFS Fire Safety Team Ext 3241 or 0787 967 5685. Lisa Janes Operations & Business Administrator Lisa.janes@lbia.co.uk

Thank you for reading the Airside Safety Bulletin

Please don’t hesitate to contact me directly on lisa.janes@lbia.co.uk with any feedback or items for inclusion in the next Bul-

letin. We aim to keep any articles to within 200 words and images are always helpful in relaying the message (as well as

breaking up blocks of text).

Runway Vacated Phraseology

A polite reminder of the phraseology to use when leaving the runway.

“Checker vacated Runway 32” is the correct phrase to use when the vehicle is clear of the runway (never use the term “vacating”)

Any reference to the term “vacated” should be left until the vehicle is clear of the runway and has crossed the relevant holding point.

This is due to the potential confusion which can be caused if a vehicle reports “vacating” but is actually still physically on the runway.