Aerodrome Manual - Gatwick Airport · and intended to provide access to aircraft stands only (i.e....

Aerodrome Manual

20140701GatwickAeroManv3.0

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Department

Airside Compliance

Document Owner

Jerry Barkley

Document Administrator

Janet Gilroy

Address

Gatwick Airport Ltd Airside Operations Building 2B169 Gatwick Airport West Sussex RH6 0NP

Email

[email protected]

Tel

07799 478376

Website

www.gatwickairport.com


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The Aerodrome Manual consists of 5 parts, as follows:-

Part A - General

Part B - Aerodrome Management System, qualification and training requirements

Part C - Particulars of the aerodrome site

Part D - Particulars of the aerodrome required to be reported to the Aeronautical Information Service

Part E - Particulars of the operating procedures of the aerodrome, its equipment and safety measures


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CONTENTS

Part A – General Page

0. Administration and Control of the Aerodrome Manual 6

0.1 Introduction 6

0.2 System of Amendment and Revision 10

1. General Information 14

Part B – Aerodrome Management System, qualification and training requirements 2. Aerodrome Management System, Qualification and Training 17

Requirements

2.1 Aerodrome Organisation and Responsibilities 17

2.2 Safety Management System 31

2.3 Compliance Monitoring 42

2.4 Quality Management system for Aeronautical Data and 45 Information Provision

2.5 Accident and Mandatory Reporting Policies 46

2.6 Procedures related to alcohol / drugs 59

2.7 Safety Directives/ Problems / Recommendations 59

2.8 Procedures for Recording Aircraft Movements 60

3. Required Aerodrome Personnel Qualifications / Training 60

3.1 Training Programme 60

3.2 Proficiency Check Programme 62

3.3 Provision of Training and Proficiency Check Records to New Employer 62

Part C - Particulars of the aerodrome site

4. Description of Aerodrome Site 64

Part D - Particulars of the aerodrome required to be reported to the Aeronautical Information Service

5. Procedures for the Promulgation of General Information 68 6. Aerodrome Dimensions and Related Information 69


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Part E – Particulars of the operating procedures of the aerodrome, its equipment and safety measures Page

7. Aerodrome Reporting 77

8. Procedures for Accessing the Aerodrome Movement Area 78

9. Inspection, Assessment and Reporting of Airside Areas 79

10. Inspection and Maintenance of Visual and Non-Visual Aids 87

11. Inspection and Maintenance Procedures for Aerodrome Equipment 88

12. Maintenance of the Movement Area 88

13. Aerodrome Works 91

14. Procedures for Apron Management 92

15. Procedures for Apron Safety Management 93

16. Vehicle Control on Operational Areas 95

17. Wildlife Hazard Management 95

18. Obstacle Control and Safeguarding 97

19. Aerodrome Emergency Planning 98

20. Rescue and Firefighting 99

21. Aircraft Recovery 113

22. Aviation Fuel Management and Dangerous Goods 113

23. Low Visibility Operations 114

24. Procedures for Winter Operations 114

25. Strong Wind Warnings 115

26. Night Operations 115

27. Protection of Radar and other Navigational Aids 115

28. Procedures for Operation of Aircraft with Higher Code Letter 116

29. Prevention of Fire at the Aerodrome 116

30. Procedure for Calculating Reduced Declared Distances 117

31. Isolated aircraft parking position 117

32. List of Attachments to the Aerodrome Manual 118

33. Deviation and Action Document 119


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Part A

General


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0.1.3 Parts of the Aerodrome Manual

Part A General information, administration and control of the aerodrome manual. Part B Aerodrome management system, qualification and training requirements. Part C Particulars of the Aerodrome Site Part D

Particulars of the Aerodrome required to be reported to the Aeronautical Information Service.

Part E Particulars of the Operating Procedures of the Aerodrome, its Equipment and Safety Measures.

0.1.4 Definition of Terms needed for the Use of the Aerodrome Manual

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

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

Aeronautical Ground Lighting (AGL) Approach, runway and taxiway lighting provided for the guidance of

aircraft at night and in low visibility. Apron A defined area on a land aerodrome provided for the stationing of aircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo and for parking. Category 1 (CAT 1) Operation A precision Instrument Approach and Landing with a decisions height not lower than 200 feet and with either a visibility not less than 800m, or runway visual range (IRVR) not less than 550m. Category ll (CAT ll) Operation A precision instrument approach and landing with a decision height lower than 200ft but not lower than 100ft., and a runway visual range not less than 300m.

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


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

Cleared and Graded Area An area within a runway strip free from obstacles. Clearway An area at the end of the take-off run available and under the control of the aerodrome licensee, selected or prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height. GAD - Gatwick Airport Directive A Directive setting out airside policy and procedures. GAL – Gatwick Airport Ltd Aerodrome operator. GAN – General Advice Notice A Notice issued to advise short term revisions to airside procedures and / or infrastructure.

Instrument Approach Runway A runway intended for the operation of aircraft using non-visual aids providing at least directional guidance in azimuth adequate for a straight-in approach. Instrument Strip An area of specified dimensions, which encloses an instrument runway. Inter-Stand Clearway A corridor of apron between two stands, marked by paint markings intended to be kept clear so as to facilitate vehicle movement from the front to the back of a parked aircraft and to enable emergency access / egress.

Manoeuvring Area That part of an aerodrome provided for the take-off and landing of aircraft and for the movement of aircraft on the surface, excluding the apron and any part of the aerodrome provided for the maintenance of aircraft. MARS (Multi Aircraft Ramp System) A MARS stand is defined as one which allows either two small aircraft or one large aircraft to be parked on the same stand. MCA (Multi Choice Apron) An MCA stand can accept more complex combinations of aircraft than a MARS stand, ie. three small aircraft or two large aircraft.

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

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

Obstacle All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are located on an area intended for the surface movement of


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aircraft or that extend above a defined surface intended to protect aircraft in flight. Obstacle Free Zone A volume of airspace extending upwards and outwards from an inner portion of the strip to specified upper limits which is kept clear of all obstructions except for minor specified items.

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

Rapid Exit Taxiway (RET) 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. RETILS Rapid Exit Taxiway Indicator Lights (RETILs) and paint markings assist pilots in judging distances to Rapid Exit Taxiways and enable them to apply braking action for a more efficient roll-out and runway exit speed. The RETILs provide a 3-2-1 countdown pattern of amber lights together with 3 sets of painted count-down markings placed at 300 m, 200 m and 100 m from the intersection of the runway centre-line with the Rapid Exit Taxiway centre-line. Installed on runway 08R/26L. RGB Runway Guard Bars are installed at all runway/taxiway intersections and consist of light fittings spaced at intervals of no greater than 3m across the taxiway showing red towards the direction of approach to the runway, normally at right-angles to the taxiway centreline RTILS Runway threshold identification lights - 2 synchronised flashing white lights, one at each end of the threshold bar. Installed on runway 08L/26R.

Runway A defined rectangular area, on a land aerodrome prepared for the landing and take-off run of aircraft along its length. Runway End Safety Area (RESA) An area symmetrical about the extended runway centreline and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway. Shoulder An area adjacent to the edge of a paved surface so prepared as to provide a transition between the pavement and the adjacent surface for aircraft running off the pavement. Stopway A defined rectangular area at the end of the take-off run available, prepared and designated as a suitable area in which an aircraft can be stopped in the case of a discontinued take-off.

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


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Taxiway A defined path, usually paved, on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including: a) Aircraft Stand Taxi lane - a portion of an apron designated as a taxiway

and intended to provide access to aircraft stands only (i.e. in a cul-de-sac).

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

Taxiway Holding Position A designated position at which taxiing aircraft and vehicles may be required to hold in order to provide adequate clearance from a runway. Taxiway Intersection A junction of two more taxiways. Threshold The beginning of that portion of the runway usable for landing. TODA Signs Take-off distance available signs, used on runway 08L/26R. TUBS Taxiway Unavailable Bars (TUBS) comprising of a line of red stop lights spaced at approximately 3m centres across the full width of the mouth of each RET/RAT adjacent to the runway and running parallel to the runway centre-line, to prevent incursions onto taxiways which are unavailable due to operational issues such as Work in Progress. For use when runway 08R/26L is in operation.

0.2 System of Amendment and Revision

0.2.1 Person responsible for issuance and insertion of amendments and

revisions

The Head of Airside Compliance is responsible for the issue and insertion of amendments and revisions.

The Aerodrome Manual is reviewed by the Head of Airside Compliance on a quarterly basis. It is a ‘live document’ in the sense that it is maintained as a single entity incorporating all up to date information. Any amendments will trigger a re-issue of the entire document as a new version. When this happens an advisory email message will be sent to the distribution addressees, informing that the Aerodrome Manual has received an update, with a new version number. Recipients are required to confirm by e-mail to the Head of Airside Compliance, that they have received the amended Aerodrome Manual.


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0.2.2 Record of amendments and revisions

Amendment No.

Effective Date

Insertion Date

Initials

1

01/03/16

2

09/06/17

0.2.3 Handwritten amendments and revisions

Handwritten amendments and revisions are not permitted.

In situations requiring immediate amendment or revision in the interest of safety, GAL will inform the airside operators by means of the regulated promulgation of information or where appropriate issue Directives and Notices.

0.2.4 Annotation of pages

Each page will be annotated with a header – example below 20140701GatwickAeroManv1.0


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0.2.5 List of effective pages

Section Page Date Section Page Date Section Page Date

Contents 3 09/06/17 Part B 50 09/06/17 Part E 97 09/06/17

Contents 4 09/06/17 Part B 51 09/06/17 Part E 98 09/06/17

Part A 5 01/07/14 Part B 52 09/06/17 Part E 99 01/07/14

Part A 6 01/07/14 Part B 53 09/06/17 Part E 100 09/06/17 Part A 7 01/07/14 Part B 54 09/06/17 Part E 101 01/07/14

Part A 8 01/03/16 Part B 55 09/06/17 Part E 102 09/06/17 Part A 9 01/07/14 Part B 56 09/06/17 Part E 103 01/03/16







Part B 16 09/06/17 Part C 63 01/03/16 Part E 110 09/06/17

Part B 17 09/06/17 Part C 64 01/03/16 Part E 111 09/06/17

Part B 18 09/06/17 Part C 65 09/06/17 Part E 112 01/03/16 Part B 19 01/03/16 Part C 66 01/07/14 Part E 113 01/03/16 Part B 20 01/07/14 Part D 67 01/07/14 Part E 114 01/03/16 Part B 21 09/06/17 Part D 68 01/07/14 Part E 115 01/03/16 Part B 22 09/06/17 Part D 69 01/07/14 Part E 116 01/03/16 Part B 23 09/06/17 Part D 70 01/07/14 Part E 117 01/03/16 Part B 24 09/06/17 Part D 71 01/07/14 Attachments 118 09/06/17

Part B 25 01/03/16 Part D 72 09/06/17 DAADs 119 01/03/16



Part B 28 09/06/17 Part D 75 01/03/16 Part B 29 09/06/17 Part E 76 09/06/17 Part B 30 09/06/17 Part E 77 09/06/17

Part B 31 01/07/14 Part E 78 09/06/17 Part B 32 01/03/16 Part E 79 01/07/14 Part B 33 01/03/16 Part E 80 01/03/16

Part B 34 01/07/14 Part E 81 01/03/16

Part B 35 01/03/16 Part E 82 01/07/14


Part B 39 01/03/16 Part E 86 01/07/14 Part B 40 09/06/17 Part E 87 01/07/14 Part B 41 09/06/17 Part E 88 01/07/14 Part B 42 01/03/16 Part E 89 09/06/17

Part B 43 09/06/17 Part E 90 01/03/16

Part B 44 01/03/16 Part E 91 01/07/14

Part B 45 09/06/17 Part E 92 01/03/16

Part B 46 09/06/17 Part E 93 01/07/14


0.2.6 Annotation of Changes

Amendments will be annotated by a solid black line in the page margin and will be recorded in the list of effective pages or paragraphs.


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0.2.7 Temporary Revisions

Temporary revisions are not used. Permanent changes to the Aerodrome Manual will require the document to be issued with a new version number.

0.2.8 Distribution System The Aerodrome Manual is distributed electronically, to the following:- Chief Executive Officer Gatwick Airport Ltd Chief Operating Officer Gatwick Airport Ltd Head of Airside Operations Gatwick Airport Ltd Head of Fire Service Gatwick Airport Ltd Senior Airside Engineering Manager Gatwick Airport Ltd Director of EHS Gatwick Airport Ltd Head of Stable Operations Gatwick Airport Ltd Airside Operations Manager Gatwick Airport Ltd General Manager Air Navigation Solutions Safety & Airspace Regulation Group UK Civil Aviation Authority In addition, the Aerodrome Manual is also distributed to the following airside

operators:- Airdat Airline Services Alpha Flight Services Alpha LSG ASIG British Airways

dnata easyJet Emirates Flightcare GASHCO Gate Gourmet Gatwick Ground Services Menzies Monarch North-Air Norwegian

OCS Omniserve Red Handling Signature S R Technics Storm Aviation Swissport Thomas Cook Thomson Virgin Atlantic

The Gatwick Airport Directive – GAD – Gatwick Aerodrome Manual – states:- This is to advise all airport users, that an electronic copy of the Gatwick

Aerodrome Manual is available for viewing. The Manual contains instructions from Gatwick Airport Ltd to the aerodrome operational staff, details of persons responsible for operational audits and their areas of responsibility and a record of the physical characteristics of the Aerodrome.


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A copy of the Aerodrome Manual may be requested from the Head of Airside Compliance.

1. General Information

1.1 Purpose and Scope

The aerodrome manual describes how the aerodrome infrastructure, facilities and operational procedures will be operated safely. It contains all the relevant information to describe the management structure and its’ systematic approach to aerodrome operations. As well as the aerodrome operational procedures the manual describes the day-to-day functioning of the aerodromes management system, its safety culture, performance against safety targets and objectives. Due to the size and complexity of operations, and related procedures, the aerodrome manual does not contain all the procedures, but where applicable references to the procedures are included within the aerodrome manual. Referenced information, documentation and procedures are made available as necessary to all operational staff by means of the following, to describe the safety standards and procedures which shall be implemented and enforced in compliance with the Competent Authority. UK AIP – www.nats-uk.ead-it.com/public/index.php.html Gatwick Airport Conditions of Use – www.gatwickairport.com General Advice Notices – promulgated by GAL via email Gatwick Airport Directives – promulgated by GAL via email Gatwick Airport Byelaws – www.gatwickairport.com Health and Safety at Work Act 1974 - www.hse.gov.uk Management of Health and Safety at Work Regulations 1999 – www.hse.gov.uk

1.2 Legal Requirements for an Aerodrome Certificate

Prior to commencing the operation of an aerodrome, the aerodrome operator shall obtain the applicable certificate issued by the Competent Authority. The content of the aerodrome manual shall reflect the certification basis and the requirements set out in Part-ADR.OR.E and Part-ADR.OPS, as applicable and shall not contravene the terms of the certificate. The aerodrome manual shall contain or refer to all necessary information for the safe use, operation and maintenance of the aerodrome, its equipment, as well as its obstacle limitations and protection surfaces and other areas associated with the aerodrome.

1.3 Conditions for use of the aerodrome

Use of the Airport is subject to the conditions laid down in the UK Aeronautical Information Publication - www.nats-uk.ead-it.com/public/index.php.html, the Gatwick Airport Limited Conditions of Use which can be viewed on the GAL website www.gatwickairport.com the Gatwick Airport Byelaws 1996 (a copy of which is included as an APPENDIX to this Manual) and the Gatwick Airport Directives and Notices in force at the time. Copies of the latter publications may be obtained from GAL.

http://www.nats-uk.ead-it.com/public/index.php.html

http://www.gatwickairport.com/


http://www.hse.gov.uk/

http://www.hse.gov.uk/




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1.4 Aerodrome operating responsibilities

Gatwick Airport is responsible for the safe operation and maintenance of the aerodrome in accordance with Regulation (EC) No 216/2008 and its implementing rules.

Gatwick Airport shall grant access to any person authorised by the Competent Authority, to:

any facility, document, records, data, procedures or any other material relevant to its activity subject to certification or declaration, whether it is contracted or not; and

perform or witness any action, inspection, test, assessment or exercise the Competent Authority finds is necessary.

The Competent Authority should make initial contact through the Airside Operations Manager who is available H24, to assist and facilitate audits / inspections as requested.


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Part B Aerodrome Management System,

qualification and training requirements


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Part B – Aerodrome Management System, qualification and training requirements 2. Aerodrome Management System, qualification and training requirements

2.1 Aerodrome Organisation and Responsibilities

Organisation charts


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……….. Head of Airside Compliance has direct access to the Accountable Manager for safety matters and is responsible to the

Accountable Manager


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The persons with line responsibility within GAL are given in the following table

Responsibility Level

Person with overall responsibility for safety and Accountable Manager

Stewart Wingate Chief Executive Officer – Gatwick Airport Ltd

Executive Member responsible for safety

Chris Woodroofe Chief Operating Officer – Gatwick Airport Ltd

Level One

Senior person accountable for Aerodrome Operations

Gary Cobb Head of Airside Operations

Level Two

Manager responsible for

Aerodrome Regulation and Safety

Jerry Barkley Head of Airside Compliance

Manager responsible for day

to day Airside Operations Kan Ni

Airfield Manager

Manager responsible for

RFFS provision Mark Freeman

Head of Fire Service

Nominated ATC Providers

Representative Markus Biedermann

General Manager ANS

Level Three

Assistant Airside

Compliance Manager Keith Burridge

Airside Compliance Support

Manager Janet Gilroy

Airside Operations

Managers Scott Allardice Glenn Lindup

Miles Lord Ray Morwood Kevin Walton

Vacancy

Station Managers x 5

Watch Managers x 5


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Aerodrome Certification Key Post Holders

Current Post Holder

Position

Position authorised to deputise in the event of absence

Stewart Wingate (Accountable Manager)

Chief Executive Officer

Chief Operating Officer

Chris Woodroofe

Chief Operating Officer

Head of Airside Operations

Gary Cobb

Head of Airside Operations

Airfield Manager

Jerry Barkley

Head of Airside Compliance

Assistant Airside Compliance Manager

Kan Ni

Airfield Manager

Airside Operations Lead

Mark Freeman


Airport Fire Deputy Manager

Scott Allardice Glenn Lindup Miles Lord Ray Morwood Kevin Walton Vacancy

Airside Operations Manager

Airside Control Lead

Safety Accountabilities & Responsibilities

Chief Executive Officer – Stewart Wingate

The Chief Executive Officer is the accountable manager for Gatwick Airport Limited. The Chief Executive Officer has overall safety responsibility for passengers and GAL employees at the Airport and also has responsibility for ensuring safety consultation, facilitation and monitoring of the airport’s business partners, suppliers and service providers is undertaken.

The Chief Executive Officer’s key areas of responsibility include:

Ensuring that the airport’s safety policy and management systems are produced, kept up-to date and meet corporate policy standards and procedures.

Taking a leadership role in the airport’s safety programme and ensuring that safety never becomes subordinate to financial matters.

Ensuring compliance with all safety related legislation applicable to the management of the aerodrome and airport facilities.

Accountability for the annual business plan (including the capital programme) is sufficiently resourced to achieve compliance with the airport safety policy and management system.

Ensuring that the annual group safety improvement objectives are implemented.


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Appointing safety conscious direct reports, monitoring their performance and ensuring that safety is given the highest priority within their training and development plans.

Ensuring that full consideration is given to the safety integrity of changes in the airport’s organisation structure and business processes.

Ensuring that the policies, standards and procedures are set and complied with and they contribute to the success off the airport’s safety policy and management system.

Ensuring that the airport controlled capital projects comply with the safety elements of GAL’s project process.

In the event of an incident occurring at the airport regardless of whether more senior GAL personnel are present, the airport Chief Executive Officer has overall responsibility for the effective response and management of the incident.

Chief Operating Officer – Chris Woodroofe

The Chief Operating Officer is accountable to the GAL Board for defining, deploying and monitoring GAL’s strategy and compliance process to enable the company and its departments to have safety focused strategic plans and compliance regimes. The Chief Operating Officer has prime responsibility for supporting the Chief Executive Officer to comply with his legal duties.

The Chief Operating Officer’s key areas of responsibility include:

Taking a leadership role in GAL’s Operational Departments’ safety programme and ensuring the provision of systems which ensure that safety never becomes subordinate to financial matters.

Championing safety at GAL

Supporting all GAL departments and functions to monitor safety performance across GAL.

Ensuring that the Operational Departments implement the annual GAL Safety improvement objectives.

Ensuring that safety improvement objectives are set for GAL.

Ensuring that the Operational Departments’ policies, standards, procedures and practices contribute to the success of GAL’s Safety Policy and Management System.

Appointing safety conscious direct reports (and functional direct reports), monitoring their performance and ensuring that safety is given the highest priority within their training and development plans.

Ensuring the annual business plans for the operational functions are sufficiently resourced to achieve compliance with the GAL safety policy and management system.

Supporting the Chief Executive Officer to ensure that full consideration is given to the safety integrity of changes in the airport organisational structures and business processes.

Ensuring that the airport process improvement work has safety as an integral and priority element.


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Ensuring that proper liaison takes place on the activities of the police and armed forces in so far as their shared risk activities fall under the jurisdiction of the Chief Executive Officer.

Ensuring that there is liaison with those who have Operational functional responsibilities which might affect safety at Gatwick.

Head of Airside Operations – Gary Cobb

The Head of Airside Operations is the senior person accountable for Aerodrome Operations and is responsible for defining, deploying and monitoring, the Airside Operations department's strategy and compliance process to enable the department to have safety focused plans and compliance regimes.

The Head of Airside Operations’ key areas of responsibility at Gatwick include:

Leading Gatwick Airport's Airside Safety Management System and ensuring Emergency planning is delivered in accordance with Aerodrome Certification requirements.

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

Setting demanding objectives for airside safety improvement and providing support to achieve them.

Ensuring asset stewardship is effectively managed within the Operational departments to ensure safety during maintenance and project work.

Ensuring that policies, standards, procedures and practices are aligned at all times.

Recruiting, motivating and monitoring safety conscious direct reports, identifying suitable individual development plans.

Appraising members of the Executive of all airside operational matters that may influence or impact compliance with aerodrome certification requirements.

Maintaining and developing constructive relationships with all stakeholders in the safe and efficient operation of the airfield.

Airfield Manager – Kan Ni

Deputises for Head of Airside Operations in his absence.

Provide leadership to all operational teams in Airside Operations function, through engaging, coaching and inspiring operational excellence.

Ensure key stakeholder relationships, including third party and internal Business Partners are developed and maintained to continue to deliver a safe, effective and efficient Airfield operation.

Accountable for ensuring Airside Developments for Gatwick Airside Operations are delivered and achieve business goals and targets.

Ensure all standards, regulatory legal and statute requirements are proactively met and adhered to accordingly, including compliance with Environment, Health and Safety (EHS) and sustainable development policies within the Airside Operations function.

Monitor the implementation and ensure adherence to operational standards within Airside Engineering and Airside Operations.


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Take responsibility for personal and team compliance with Company Health and Safety policies, ensuring safe working practices are maintained which minimise risk to self, work colleagues, customers and staff.

Improve environmental performance and meet agreed standards together with relevant stakeholders.

Airside Operations Manager - Scott Allardice Glenn Lindup Miles Lord Ray Morwood Kevin Walton

Vacancy

The Airside Operations Manager reports to the Airside Operations Lead and is responsible for the day to day management of the Airside Operations Shift team. Accountable for the Safety, Environment, Compliance and Performance of the Airfield. Focal point for customers and airport partners and accountable for the H24 operation of the aerodrome in accordance with the certificate.

They are the Aerodrome Certificate Holder’s delegated authority during the absence of the Accountable Manager and/or Head of Airside Operations. The AOMs are the authorised persons in accordance with Article 232 – Power to detain aircraft. The AOMs key areas of responsibility at Gatwick include:

Provide leadership for the Airside Operations team and drive a high performance culture aligned to organisational values

Accountable for the line management and performance of the team

Drive a just safety culture and ensure Gatwick operates beyond compliance

Define and execute the operating plan managing cost efficiently

Accountable for executing operations in accordance with the Aerodrome Manual, applicable CAA regulations and key performance indicators

Ensure all standards, regulatory legal and statute requirements are proactively met and adhered to accordingly including compliance with Environment, Health and Safety, (EHS) and sustainable development policies within the Airside Operations function.

Accountable for the Airfield Status in line with the Aeronautical Information Publication (AIP) and promulgation of NOTAMs and airside operational information.

Deliver excellent airline and passenger service, leading airside On Time Performance

Accountable for delivering runway throughput to meet the declared capacity

Responsible for Air Traffic service performance delivery

Accountable for winter and adverse operational performance

Accountable for the development of people and processes to meet business and customer requirements

To ensure the safe throughput of aircraft movements by liaising with the Operations integrators, ATC, AFS, AAIB, Meteorological Offices, Airlines, Police and the GMC Leader during periods of adverse weather, equipment serviceability, incidents and emergencies and any other major disruption.


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To manage, co-ordinate and control resources during emergency incidents, aircraft recovery operations, adverse weather conditions, equipment serviceability, ice falls / vortex damage and unscheduled movements.

Leads communication to team and airside information to the wider business

Contributes to the capital development strategy and project execution

To manage aircraft ground engine testing, the night movement quota, the movement area works programme, airfield obstruction safeguarding and airfield congestion in accordance with statutory regulations and company policy.

Compile detailed reports on incidents and make any necessary recommendations for follow up.

Head of Airside Compliance – Jerry Barkley

The Head of Airside Compliance is accountable to the Head of Airside Operations and is responsible for ensuring compliance, standards and procedures are effectively managed in accordance with the Aerodrome Certification requirements. The Head of Airside Compliance shall have direct access to the Accountable Manager.

The Head of Airside Compliance key areas of responsibility at Gatwick include:

Taking a leadership role in Airside Operations safety standards and ensuring adherence to and delivery of outputs from safety systems.

Ensuring activities are undertaken to deliver GAL safety objectives.

Lead Compliance Team to ensure compliance with and maintenance of airside safety standards and recommended practices in accordance with the requirements of the aerodrome certificate.

Manage the safeguarding process for the aerodrome in accordance with EASA ADR.OPS.B.075 using CAP 738 for guidance.

Appointing safety conscious direct reports (and functional direct reports), monitoring their performance and ensuring that safety is given the highest priority within their training and development plans.

Ensuring effective communication processes are in place with CAA SARG and other H&S agencies.

Ensuring that "best practice" operational standards and procedures are identified and implemented.

In accordance with ADR.OR.D.015 (c) The Airside Compliance Team is responsible for the development, maintenance and day-to-day management of the Safety Management System. The Head of Airside Compliance acts independently of other Managers within the organisation and has direct access to the Accountable Manager and to appropriate management for safety matters and is responsible to the Accountable Manager.

Head of Fire Service – Mark Freeman The Head of Fire Service, reporting to the Head of Airside Operations is responsible for the overall operational efficiency of the RFFS. This is achieved through the effective management of the Fire Service team.


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The Head of Fire Service key areas of responsibility and safety accountabilities at Gatwick include:

Manage staff and resources to ensure compliance with the Aerodrome Certificate, company standards and CAA/EASA regulations.

Ensure mandatory training is carried out to maintain continuous compliance with CAA/EASA regulations.

Ensure that safety is given the highest priority at all times in meeting the operational standards for equipment and personnel.

Liaise with airlines, airport agencies, external emergency services and other bodies to achieve effective co-operation in all areas of responsibility.

Comply with any safety targets set by the Chief Executive Officer (CEO).

Ensure controls are in place to minimize the risk of environmental incidents. Maintaining and updating Emergency Orders to ensure Gatwick complies with the requirements of the Aerodrome certificate.

Station Managers x 5

Each watch has a Station Manager who is responsible for the operational efficiency and day to day running of the RFFS. The Station Manager reports directly to the Airport Fire Deputy Manager.

General responsibilities and safety accountabilities

To fulfill the role of Incident Commander at an aircraft accident or incident. This role may then be handed over to the Incident Commander of the Local Authority Fire Service on their arrival.

Manage staff and resources to ensure compliance with, and maintenance of, airside safety standards and recommended practices in accordance with the Aerodrome Certificate, company standards and CAA publications.

Day to day liaison with other airport departments with regard to safety and security.

To ensure any necessary risk assessments are carried out promptly and accurately and the findings disseminated to all RFFS personnel.

Compile detailed reports on incidents and make any necessary recommendations for follow up. Maintain competence in the role of Station Manager through the MOC Scheme.

Disseminate all information to RFFS personnel with regard to Health & Safety aspects, and company standards.

Initiate immediate inquiries following any accident or incident to members of staff, vehicles or equipment.

Follow up any safety targets set by the Head of Fire Service.

Brief crews on any operational safety matters.


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Senior Airside Engineering Manager – George Carney The Senior Airside Engineering Manager is accountable to the Airfield Manager and is responsible for delivering high service and performance for Aeronautical Ground Lighting, airside stand facilities and Civils’ infrastructure in accordance with Aerodrome Certification requirements. The Senior Airside Engineering Manager’s key areas of responsibility at include:

The completion of safety, planned and corrective maintenance in line with the Airside Operations Business Unit and Regulatory targets.

Taking a leading role in developing and maintaining a culture of world class health, safety, security and environmental standards. Support safe systems of work structures, attaining any resulting required appointments. For example: Electrical Safety Rules (ESR), Authorised Persons (AP), Confined Spaces (CS) and High Voltage (HV).

Achieving Core Service Standards compliance for assets within the performance requirements structure.

Manage the development, improvement and performance of operations plans by working with Operations Planners.

Working with the Airside Operations Lead to ensure all compliance/regulatory requirements and performance targets are met.

Implementation of agreed Airside Engineering management strategy and compliance with PAS55 Asset Stewardship procedures.

Agrees, reviews and coaches performance of directly managed team to ensure that planned targets can be met and potential of team members fulfilled.

Working with other Stakeholder, Service & Engineering Managers and teams to drive continuous performance improvements.

Business Continuity and Risk Manager – Allison Hunter

The Business Continuity and Risk Manager is accountable to the Aerodrome Certificate Holder (Head of Airside Operations) for defining, leading and managing activities to ensure emergency planning, business continuity and contingency planning for Gatwick Airport is delivered in accordance with the Aerodrome Certification requirements.

Accountability

External stakeholder engagement and regulatory compliance with respect to civil contingency and major incident

Developing a programme of contingency planning and testing activities

Organisation and co-ordination of Airport exercises to ensure Gatwick complies with the requirements of Aerodrome certificate.

Aerodrome Safety Committees

Local Runway Safety Group

This group is jointly chaired by the Head of Airside Compliance and the ATC Manager. It sits six times per year and provides a forum at which GAL and ATC, with Airline representatives and those of the main handling agents implement, monitor and review actions as necessary to ensure that the management of runway safety is in line with


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the recommendations from the Eurocontrol Action Plan for the Prevention of Runway Incursions and Excursions.

Airside Safety Group

This group, jointly chaired by the Airside Operations Lead and Airside Standards Improvement Lead, meets four times per year. The group consists of representatives from the airside operating companies who have particular interest in airfield operational training and health and safety.

Local Bird Hazard Management Meeting

This group, chaired by the Airside Operations Lead, meets four times per year and reviews all aspects of aerodrome bird hazard management, representatives from the duty team of Airside Operations, Airside Technical team, Airside Compliance team and the agricultural term contractor.

Airfield Works Scheduling Meeting

This group meets on a weekly basis and discusses and plans all forthcoming works in progress on the movement area. The meeting is chaired by the GAL Airside Projects Team or nominated representative, with other attendees being from the various GAL departments, the contractors, Air Traffic Control and the GAL Airside Operations Manager.

Aerodrome Safety Oversight

This group, chaired by the Head of Airside Compliance, meets on a monthly basis. The group consists of senior managers from all sections of Airside Operations, Airport Fire Service and Airfield Engineering to ensure performance is being delivered to achieve a robust Safety Management System. The objectives are as follows:

Oversight Safety Management Review Aerodrome Safety Performance Trend analysis and reporting To identify priorities for action to improve performance.

Weekly Incident Review

This group, chaired by the Airside Standards Improvement Lead, meets on a weekly basis to review airfield incident performance, identify trends, identify improvements to information available, identify priorities for action to reduce incidents. The group consists primarily of the Airfield Manager, representation from the Airside Compliance Team and where operationally available the Safety Rep and members from the Airside Operations Duty teams.

FLOPSC (Flight Operations Performance & Safety Committee)

This group, chaired by the Head of Airside Compliance or his nominated representative, meets every 2 months. The group consists of representatives from Airside Operations, ATC, Airlines, Airside Compliance and Flight Performance Team, at which the following are discussed:

Runway incursions/excursions Flight Performance Airside Developments Airline performance, ie. monitoring of CDA, track deviation, runway occupancy Environmental performance Airside safety related issues


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GAL Environment, Health and Safety (EHS) Meetings

EHS Airport Group

This group, chaired by the EHS Team, meets monthly and is attended by representatives from all GAL Business Units. Departments are responsible for sharing safety performance and incidents or events that have taken place. Any learning and best practice is shared with the group.

Managing Corporate Responsibility

This group, chaired by the GAL Chief Operating Officer meets on a quarterly basis to provide assurance to the GAL Executive that best in class EHS standards are being achieved at Gatwick Airport and that EHS risks are effectively managed. The group is attended by all Heads of Departments.

2.2 Safety Management System

2.2.1 Scope of the Safety Management System

Senior Managers have clearly defined lines of accountability and responsibility for safety.

2.2.2 Safety Policy and Objectives

Environment, Health and Safety (EHS) Management System

At Gatwick, our priority is to build a strong EHS culture.

The scope of Gatwick's EHS management system is:

The assets and operations of Gatwick Airport, including the activities of third parties which may have an impact on Gatwick's aerodrome operations, health, safety and environment; for example: retail outlets, catering, car rental, ground handlers, construction, fuelling and airlines.

GAL, the certificate holder and aerodrome owner, recognises and accepts its responsibility to ensure, as far as is reasonably practicable that:

The aerodrome and its aerodrome traffic zone are safe for use by aircraft.

A safe working environment exists for GAL employees.

A safe airfield environment exists for all airport staff, passengers, visitors and general public whilst on the airport premises.

The safety culture of an aerodrome is the product of corporate and individual safety values, attitudes, beliefs, competencies and behaviour which collectively represent a commitment to the safe management of all aviation related activities. Within this culture every member of the aerodrome staff at every level will be empowered, motivated, trained and confident of taking ownership of safety issues


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At Gatwick, our priority is to build a strong EHS culture. We are committed to ensuring the health and safety of employees, customers and business partners as well as managing the impact of our business on the environment. We will achieve this by:

Implementing and maintaining robust EHS management systems which are certified to industry recognised standards including ISO 14001, OHSAS 18001 and PAS 55;

Demonstrating strong, visible leadership and behaviours towards EHS where there is collective ownership throughout the business;

Driving continuous improvement in our EHS performance by setting and monitoring clear measurable objectives and targets that are visible and meaningful to staff, towards achieving the vision of Zero EHS incidents;

Verifying the effectiveness of our controls and plans through an EHS assurance programme;

Incorporating EHS and risk management into our decision making including the planning, design, construction, fit-out, operation and decommissioning of our activities, facilities plant and equipment;

Preventing pollution by managing pollution risks, maintaining pollution prevention systems, mitigating the impacts of any pollution incidents and taking actions to prevent their re-occurrence;

Ensuring compliance with all applicable legislation and other requirements as a minimum standard for performance;

Ensuring staff have the necessary information, instruction, training, supervision and resources to deliver EHS requirements;

Maintaining effective channels of communication with our employees, business partners and suppliers to help them understand their EHS responsibilities;


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Learning from our successes and from our incidents and sharing what we learn with others.

Stewart Wingate Chief Executive Officer

The GAL Executive will monitor and regularly review this policy and supporting managements system to ensure that it remains relevant to the company’s EHS risks and to ensure continual improvement.

Details of the organisation and arrangements for delivering this policy are included in our company management systems. All personnel working for or on behalf of Gatwick Airport will be subject to this Policy.

Board/(Executive) Management Owner CEO/(COO)

Key Contact Head of EHS

Assurance Matters MCR/Exec/EHSOR

Communication Protocols

How should the policy be communicated in addition to initial email distribution:-

Intranet Yes

Other (please specify) Contractors, GAD/GAN to airport community

GAL Governance

Implementation of the Policy


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Safety Policy Concerning Aircraft Operations

GAL will ensure that the highest priority is given to aerodrome safety. In order to achieve this, the following objectives have been set:

Manage aerodrome safety with the involvement of all users.

Continually evaluate and improve existing aerodrome safety processes. Work to enhance safety standards. Continually monitor achieved levels of safety.

In order to meet these objectives, GAL will undertake the following activities:

Implement and maintain an appropriate Safety Management System with a structure to manage, supervise and safely accomplish all aspects of aircraft operations which fall within the Aerodrome Certification area of responsibility.

Ensure the availability of sufficient staff who are experienced and/or trained and competent to meet the requirements above.

Ensure that the equipment and facilities provided are adequate to ensure that the aerodrome is safe for use by aircraft.

Liaise closely with the Civil Aviation Authority on all matters of airfield development and safety.

Ensure that Gatwick Airport meets at least the minimum standards set by regulatory bodies. Where standards are not externally set, standards appropriate to the intensity and type of operations conducted at Gatwick will be identified, evaluated and adopted.

Follow industry best practice: to achieve this Gatwick Airport uses wherever practicable the guidance in CAP 642 and other guidance material.

Ensure that the hazards arising from the activities of companies operating on the aerodrome relating to their own employees and to others who may be affected are identified, assessed, controlled and monitored. As procedures or circumstances/operations change the hazards will require to be re-assessed and updated.

Ensure that operating procedures and practices are evolved with due consideration and respect for environmental issues.

Ensure that standards, procedures, practices and related issues are effectively communicated to all relevant aircraft operators’ agencies and companies operating airside.

Operate a Continuous Improvement Programme within GAL and promote such a programme to other companies and agencies operating on the aerodrome.

Ensure that the procedures and performance of GAL staff and other companies operating on the aerodrome are monitored and audited, with results published and follow up actions recorded and agreed.

Whilst all operators and managers of companies that are engaged in aircraft operations have specific responsibility for safety, Gatwick Airport as the Aerodrome Certificate holder and landlord has responsibilities to ensure safety


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on its premises. Whilst not detracting from or diminishing the responsibility of others, Gatwick Airport will require of all its service partners, contractors and tenants, to have written safe working and operating practices and will encourage the adoption of industry best practice. This will be achieved through a process of liaison and co-operation to ensure that the required standards are agreed and achieved. General Statement of Safety Policy for Third Parties

The term “third parties” includes the employees of companies, agencies, tenants and concessionaires authorised continuous airfield access for the conduct of their work. Hazards arising from the activities of third parties create risks for all airport users and GAL co-ordinates the management of the risks.

To meet the objective of providing third parties a safe airfield working environment, GAL undertakes to in so far as practicable to ensure the following:

All mechanical or electrical equipment provided by GAL is maintained to an established standard in order to ensure safe operation and conforms to legal requirements. When considered necessary minimum medical standards will be defined to which employees must meet in order to carry out specified tasks. Risks to health are identified and managed.

Essential information and appropriate standards are provided to assist with the safe conduct of work. All operations carried out airside by third parties will be monitored to observe compliance with safety rules and procedures. Monitoring will include at least annually an inspection of any property or facility leased from GAL and audit of safety, maintenance and training records. Training and/or advice will be provided for the following:

Procedures in case of emergencies Safe use of GAL equipment GAL procedures for working in airside areas Airside Driving

GAL values the views and involvement of all staff that work airside. To permit an exchange of information and expertise, safety related groups or committees are established as set out later in this manual. Participation in these groups or committees is encouraged. A reporting system is established for all accidents or health and safety related incidents that occur while airside. Compliance with the requirements of this reporting system is compulsory.

General Statement of Safety Policy for Contractors

GAL requires that contractors, whether employed directly by GAL or by other companies, will conduct their operations in such a manner which ensures the health and safety of all airport users and staff and in accordance with all relevant Gatwick Airport Directives and Notices in force at the time.

All contractors must meet pre-qualification requirements to ensure suitability.


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During the design and pre-contractual phases all contractors’ measures shall be taken to ensure that safety is included as an element in any development brief.

Contractors are required to provide details of method statements, risk assessments and consequent risk management procedures that will be applicable for any activities conducted by their employees or any other task to be undertaken on their behalf by sub-contractors.

Proper completion of pre-contract training briefings and adherence to work permit procedures are required at all times. Safety Policy Concerning Airport Users

Gatwick Airport’s policy is to ensure, so far as is reasonably practicable, the safety of all users of the airport including contractors and their staff, tenants and concessionaires and their staff, passengers, visitors and the general public whilst on Gatwick Airport premises.

Gatwick Airport will meet this responsibility, so far as is reasonably practicable, by the following means:

The provision of a comprehensive information service so that passengers/visitors are not inadvertently subjected to safety hazards.

The provision of adequate resources to ensure that all passengers are processed through the airport terminal with the minimum of risk.

Subject to the overriding requirements and regulations of The Home Office, UK Border Agency and the Gatwick Health Control Officer providing a Port Health facility so that immigrants and passengers returning from areas with endemic diseases are subjected to health controls and the risk of affecting airport staff and users is minimised. The maintenance of public areas in a safe condition. The maintenance of all equipment on which cargo, baggage and passengers/visitors may be conveyed, in an efficient and safe manner. Inform concessionaires, tenants and other airport users and their staff of the need to comply with the management policies. Ensure that Public Liability insurance cover is maintained. Inform contractors, when engaged in construction/development projects, that they and their staff have a duty of care, not to endanger the general public or themselves.

Gatwick Airport will ensure that all officers and staff are informed of their responsibilities in respect of the safety of persons other than staff who use the airport.

Safety Standards

Standards are established which can be grouped under the following headings:

Rules and Regulations for operating in airside areas. Adverse Weather Operations Qualifications for personnel working in airside areas. Environmental Health and Safety Equipment and vehicle standards.


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Airfield Projects and Work in Progress. Incident and Fault Reporting Communication.

Further details on these can be found in the Gatwick Airport Directives and Notices.

2.2.3 Safety Responsibilities of Key Safety Personnel

Chief Executive Officer

Ultimately responsible for the implementation of the Gatwick Environment, Health and Safety Policy

Gatwick Executive Management Team

Ensure that there are adequate resources for environment, health, safety and fire and that there is competent safety management within their business areas.

Heads of Departments

Clearly provide leadership, assign and document the staff responsibilities and accountabilities for environmental, health, safety and fire within their business units and ensure that monitoring takes place.

Managers

Manage and lead sections in accordance with the GAL documentation on Managing Corporate Responsibly System and at all times meet legal and social responsibilities.

Environment, Health and Safety Managers

Advise and provide support to line management and staff on all matters of environment, health, safety and fire. Also ensure effective links with enforcing authorities.

Environmental, Health and Safety Leads

Environmental, Health and Safety are actively involved in risk assessments, safety inspections and accident investigations.

Staff

All staff are required to have a duty of care to look after themselves and others whilst at work. All staff shall report any work hazard or defect that they feel is unsafe using the incident or the fault reporting systems.

2.2.4 Document Control

Gatwick Airport Airside Operations issues a number of safety related documents to promulgate safety information to relevant members of the airport community. Some documents are issued regularly (i.e. the Adverse Weather Plan is re-issued annually) whereas other documents are issued as and when they are required (i.e. Airport Directives) with a detailed expiry. There is also a requirement to keep up-to-date with various changes within the aviation industry, particularly regulatory documents. As such, many important


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documents are received and are assessed to ensure that changes to requirements are properly adopted. The following table lists the major safety documents issued by Gatwick Airside Operations.

Document

Owner

Aerodrome Manual


Gatwick Airport Directives

Airside Operations

General Advice Notices

Airside Operations

Airside Operations Technical Standards


Airside Planning Technical Standards


Aerodrome Safety Oversight Report


Emergency Orders


Adverse Weather Plan

Airside Technical Manager

2.2.5 Record Keeping and Document Retention Period

GAL has a company-wide Information and Document Retention and Disposal Policy.

This procedure describes the method used to ensure that GAL Airside Operations records are properly archived and retained. GAL Airside Operations records are defined as a document that is required to be formally shared and retained.

The format of these documents shall include, but is not limited to:-

Paper products (documents, books, etc)

Electronic files (emails, folders, photographs, etc)

Hardware (discs, video, etc)

GAL has its own in-house Archive Storage Area where paper records, including confidential, are stored. The Archive Storage Area is coordinated and monitored by the GAL Post Room. Paper records are stored for a period of 6 years.

Electronic Records

All electronic information and documentation is stored in the Airside Operations shared drive, Box or Documentum indefinitely. Retention Periods The following table shows the document retention period.


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Document

Retention Period

Certificates, As-built drawings and maps

Until rendered obsolete by a subsequent certification or assessment.

Action Trackers Retain electronic – maximum of 6 years Adverse Weather Plan Retain electronic – maximum of 6 years

Aerodrome Manual Retain electronic – maximum of 6 years Aerodrome Regulatory Inspections Retain electronic - maximum of 6 years Aerodrome Safeguarding Documentation Retain electronic - maximum of 6 years

AGL Flight Checks Retain electronic - maximum of 6 years

Audit Reports Retain electronic - maximum of 6 years

Audit Schedules Retain electronic - maximum of 6 years

Change Requests Retain electronic - maximum of 6 years

Daily Logs Retain electronic - maximum of 6 years Emergency Orders Retain electronic - maximum of 6 years Gatwick Airport Directives Retain electronic - maximum of 6 years Health and Safety Records Retain electronic - maximum of 6 years Incident, Accident, Near Miss Reports Retain electronic - maximum of 6 years Mandatory Occurrence Reports (MORs) Retain electronic - maximum of 6 years Manuals of Aerodrome Equipment or Systems employed at the Aerodrome

For as long as they are used at the Aerodrome Maximum of 6 years

Minutes of Meetings Retain electronic – maximum of 6 years Non-conformance Reports Retain electronic - maximum of 6 years Obstacle Survey Data Retain electronic - maximum of 6 years

Operations in Winter Conditions Retain electronic and paper records – maximum of 6 years

Records of Training Retain electronic - maximum of 6 years Risk Assessments Retain electronic - maximum of 6 years Risk Register Retain electronic - maximum of 6 years

Runway Friction Retain electronic - maximum of 6 years

Standard Operating Procedures Retain electronic - maximum of 6 years Wildlife Hazard Management Data Retain electronic - maximum of 6 years

2.2.6 Safety Risk Management

The GAL risk management framework is embedded within the business. The risk management framework consists of:-

Bi-annual reviews of detailed risk registers by functional heads, risk management and business assurance to ensure inherent and residual risks remain current and that remedial action is taken as appropriate to reduce risk to its optimal level having due regard to the associated costs and benefits. Every function now has up to date, detailed risk registers which are reviewed on a regular basis.

An on-going programme of validation checks carried out by Business Assurance throughout the year on those controls being relied upon by management to mitigate risk to ensure they are in place and operating effectively. There are currently no issues outstanding.

Bi annual Exec owner review of risk registers.

Bi annual Exec Board review of principal corporate risks.

The risk registers also make the link to Business Continuity Management, although it is recognised that a contingency plan does not mitigate the chance of the recognised event from occurring it will reduce the effect it has on the business. Each risk that is identified


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as requiring a contingency plan is recognised on the functional registers and cross referenced. Functional and airport wide plans are held on the MCR database (and operationally available on front line systems). This process has been audited (externally) as part of the PAS 55 certification and there were no recommendations made for improvement.

Department risk register is reviewed quarterly by the senior airside operations management team.

Airside Risk Assessments (RA) are reviewed every 3 years or sooner if required.

2.2.7 Monitoring of Safety Actions and Risk Mitigation

A monthly aerodrome safety oversight meeting is held, attended by members of GAL Airside Operations. The objectives of the meeting are as follows:- Review and monitor airside progress against KPIs

Make recommendations to decide upon further action to deliver against KPIs Make recommendations for airside targets for health, safety and environment improvements Review HSSE performance and prioritise actions as required Safety learnings are communicated Review of significant incidents / accidents Wildlife Hazard performance

6 monthly Assurance review of key risks.

2.2.8 Safety Performance Monitoring

Daily Plan, Do, Review meetings are held to monitor safety performance. These meetings are attended by representatives from each of the GAL Airside Operations teams and a representative from Air Traffic Control. An action tracker is produced with target dates for completion. The tracker is reviewed each day. Need to check the frequency of this meeting

2.2.9 Safety Reporting

Airside incidents and near misses are recorded on the PRIME database. They are then reviewed at a weekly incident meeting, chaired by the Airside Standards Improvement Lead. All incidents are fully investigated and closed out, with any learning points shared with relevant parties. In some cases a Safety Alert will be issued to raise awareness of specific safety related issues.

2.2.10 Emergency Response Planning

As part of the aerodrome’s contingency planning arrangements Emergency Orders are produced which set out procedures for the alerting of the various emergency services and for the co-ordination of their activities.

The Resilience Planning Group, which is a multi- agency sub-committee of the Sussex Resilience Forum (SRF) and is chaired jointly by Gatwick Airport and Sussex Police meets every six weeks and ensures that Gatwick, as a category 2 responder (under the Civil Contingencies Act) is aligned and embedded within the local and national response. Gatwick is also represented at other relevant SRF committees ensuring that area, countywide and local plans and responses are aligned to ensuring an optimum response. The relevant Gatwick plans are held by the SRF and are available through the secure database to the relevant responding agencies. This relationship ensures that


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the airport wide plans are reviewed and prepared and signed off by all the parties that may have to respond.

Gatwick for all types of events has a well-established and developed command and control structure. This is modelled on the three tier structure of Gold (strategic), Silver (tactical) and Bronze (operational). There are clearly defined roles within each tier and a three year (rolling) training programme running, (provided by an external partner) to ensure a common approach; this also entails a multi-agency simulation exercise to verify the training (and selected plans either airport wide, functional or both). The three tier model is well understood, trained and rehearsed.

The Command and Control structure allows the inclusion of other stakeholders to facilitate a co-ordinated multi –agency response. Both our Silver and Bronze Commanders have been trained to chair these groups and obtain the best information for managing an incident. This has involved ensuring that all parties are familiar with the process and use of the relevant tools such as the Commonly Recognised Information Picture (CRIP) and Situation Reports (SitRep).

All levels within the Command and Control Structure receive bespoke training sessions, however, wherever possible these skills are exercised and Gatwick hosts at least one major multi-agency simulation exercise annually. Additionally where appropriate joint exercising/coaching is utilised and in this regard we have an excellent relationship with Sussex Police, where classroom and live exercising is regularly undertaken together especially at Bronze and Silver level.

Training, testing, coaching and exercising is carried out in-house and in multi-agency environments, in a variety of formats, desktop, simulation and live exercises which can involve hundreds of people to fully test the robustness of the plans. All exercises are debriefed and the improvements, actions and amendments are tracked through the Resilience Planning Group and only signed off when complete.

2.2.11 Management of Change

The EASA Acceptable Means of Compliance (AMC) document AMC1 ADR.OR.B.040 and associated Guidance Material (GM) GM1 ADR.OR.B.040 defines the Aerodrome Operator’s requirement to notify the Competent Authority of changes to the aerodrome or its operation. The Civil Aviation Authority (CAA) is the Competent Authority for Gatwick Airport Limited (GAL) and the CAA document CAP1168, ADR.OR.B.040 further defines and clarifies the EASA requirements.

These documents define where changes to the aerodrome or its operation require Prior Approval from the Competent Authority plus outline the Aerodrome Operator’s requirements in relation to changes that are deemed not to require Prior Approval.

The GAL Change Control Procedures document details the CAA approved procedure that shall be followed when carrying out changes at Gatwick Airport based on the requirements outlined above. This document is an attachment to the Aerodrome Manual.

2.2.12 Safety Promotion

The Airside Operations Lead and Airside Standards Improvement Lead, jointly chair quarterly Airside Safety Group meetings. The group consists of representatives from the airside operating companies who have a particular interest in airside operational training and health and safety. As part of some


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meetings, a joint FOD walk/inspection, covering a specific area, is undertaken by GAL Airside Operations and third party airside operators.

Airside safety nomination scheme in operation, to recognise individuals who have taken action to prevent an incident taking place.

Posters to raise awareness of specific safety events are issued to the airside community, as required.

GAL Airside Operations hold Safety Days with involvement from the airside community. GAL and Police hold joint events to raise awareness of airside safety related issues.

2.2.13 Safety Management System Outputs Action trackers Aerodrome Safety Oversight Report Airside Safety Group Audit findings / corrective measures Gatwick Airport Directives PDR dashboard and tracker Safety Alerts Safety Posters Staff briefings 2.3 Compliance Monitoring

ADR.OR.D.005(b)(11) – Compliance Monitoring

The Airside Compliance Team is responsible for compliance monitoring. The Head of Airside Compliance acts independently of other Managers within the organisation and has direct access to the Accountable Manager and to appropriate management for safety matters and is responsible to the Accountable Manager.

GAL has a compliance monitoring process that enables the aerodrome operator to monitor compliance with the relevant requirements of ADR.OR.D.005(b)(11), Part ADR.OPS, as well as any other applicable regulatory requirements and requirements established by the aerodrome operator.

The basic structure and defined frequency of the compliance monitoring process and the relevant activities are shown in the following table.


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Compliance Monitoring Schedule

Activity Frequency

Level 3 inspection Weekly

Aerodrome Safety Oversight meeting Monthly

APU Compliance Audit (x 3) Monthly

Compliance Standards Adverse Weather - anti-icing / de-icing Aerodrome Cleanliness and FOD Aeronautical Information Aerodrome Safety Committees Airfield Bird Control Airfield Inspections Airside Safety Training Airside Vehicle Safety Requirements Apron Floodlighting Checks Change Control Control of Works in Progress Emergency Planning and Response Gatwick Airport Directives Low Visibility Operations Removal of Disabled Aircraft Risk Management Runway Incursion Prevention Safety Management System Strong Winds Third Party Auditing Training and Proficiency Wildlife Hazard Management

Monthly

Safeguarding meeting Monthly

Safeguarding report Monthly

Flight Operations Performance & Safety Committee (FLOPSC) 2 monthly

Local Runway Safety Team meeting 2 monthly

Aerodrome Manual – Review Quarterly

AIP – Review Quarterly

Airside Safety Group meeting Quarterly

Change Control – Review Quarterly

Ground Noise report Quarterly

Risk Register – Review Quarterly

CB – Review 6 monthly

DAAD – Review 6 monthly

OB – Review 6 monthly

Risk Register Assurance – Review 6 monthly

Level 3 runway inspection Twice per year

Level 3 Aeronautical Ground Lighting Audit

Twice per year


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Activity Frequency

Compliance Audit Annual

Obstruction survey Annual

Independent Analysis – Obstacle Survey Annual

RESA and Excursion Report Annual

Runway Incursion and Excursion Report Annual

Review of Compliance Monitoring Activities Annual

Audits

The aim of an Audit is to

a) verify compliance to the documented procedures to assure the management systems and operational deliverables is working optimally

b) involve various levels of management in the audit process c) correct potential issues which are identified by the audit d) lead to Standard Operating Procedures.

Responsibilities It is the responsibility of the COO/Heads of Departments to ensure that resources exist to carry out the audit requirements. It is the responsibility of the Aerodrome Safety Manager to ensure that the audits are conducted. Process In general, the audit process is designed to allow for various levels of Gatwick Airport Ltd (GAL) leadership to assess adherence to procedures, instructions, etc. and correct non-conformances in an agreed timescale. Audits are conducted to verify compliance with other specific regulatory requirements (eg.ISO and OHSAS audits, EASA/SARG audits, and PAS 55 audits). Operations led Management – Operations management will audit a specific process or a standard. Senior Management – Senior management will carry out planned audits. Random audits will also be undertaken to establish standards are being adhered to. The COO and Heads of Dept.’s will perform quarterly audits on the Airside Operations’ area of responsibility.

Unscheduled Audits

The Airside Operations Duty Team undertake 3 aircraft safety turnround audits per day and are programmed into the daily activities of the Airside Operations Duty Team. Aircraft Turnrounds to be audited are randomly chosen on the day or on request by Airside Operations management following safety related trends. The Airside Compliance Team, as part of their SMS, carry out programmed Compliance Standard Audits and are conducted without prior knowledge by the Airside Operations Duty team. In addition unscheduled audits are undertaken following observations from Compliance Monitoring, Safety Reports, and safety related sources such as CHIRP.


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2.4 Quality Management System for Aeronautical Data and Related Procedures

Promulgation of Changes

Information regarding agreements and existing practices is contained in either the UK AIP or, for issues directly controlled by the Air Traffic control provider, in the Manual of Air Traffic Services – Part 2. Responsibility for the content and accuracy of these documents lies with the Head of Airside Compliance and Head of Operations, ATC respectively.

It is GAL policy that changes to such agreements and practices is agreed after consultation with all affected parties. This is achieved either through direct consultation or through the relevant safety committee.

The GAL Head of Airside Operations is responsible for ensuring adequate consultation and assessment of the safety implications of any changes.

Aeronautical information

Permanent information regarding the operating conditions is published in the UKAIP, with temporary information promulgated using UK NOTAMS and the Aeronautical Information Service.

GAL Airside Operations and Airside Compliance subscribe to the Competent Authority system to receive various notifications, including Safety Instructions / Information Notices.

The Head of Airside Compliance is responsible for notifying the Competent Authority of any errors or omissions in the published aerodrome information and of any impending changes in the aerodrome or its facilities likely to affect this information.

Accountability for ensuring the UK AIP is updated lies with the Head of Airside Compliance.

It is GAL policy that up-to-date, accurate information about the aerodrome facilities and operational state is maintained at all times.

Whenever any of the following conditions occur or can be anticipated and are of operational significance, GAL Airside Operations will inform the Competent Authority so that action can be taken to amend the UK AIP and / or to promulgate the change by NOTAM / SNOWTAM.

Changes in the availability of the manoeuvring area and changes in the runway declared distances;

significant changes in aerodrome lighting and other visual aids.; presence or removal of temporary obstructions to aircraft operation in the manoeuvring area; presence or removal of hazardous conditions due to snow, ice or slush on the movement area;

presence of airborne hazards to air navigation; interruption, return to service, or major changes to rescue facilities and fire fighting services available; failure or return to operation of hazard beacons and obstruction lights on or in the vicinity of the aerodrome; erection or removal of obstructions to air navigation, and erection or removal of significant obstacles in take-off, climb or approach areas; air displays, air races, parachute jumping, or any unusual aviation activity along with any other information of operational significance.


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Competent Authority Safety Instructions / Notices

GAL Airside Compliance have a process to ensure Safety Instructions / Information Notices are disseminated, within GAL and to third parties, as relevant

Safety Instruction / Information Notice received Saved to folder electronically Subject matter checked for decision on who to disseminate to Email sent to relevant parties with link to folder and Safety Instruction / Information Notice Safety Instruction / Information Notice number, date of issue, subject and who it has been emailed to, is recorded in a Word table, by Airside Compliance.

Safety Instructions / Information Notices are also included on the monthly Airside Safety Governance meeting agenda and quarterly Airside Safety Group meeting agenda, where relevant and copies included with the notes from the meeting.

2.5 Accident and Mandatory Reporting Polices Definitions:-

Incident – any unplanned occurrence that leads to damage to property, plant or equipment. Accidents – are undesired and unplanned events which may cause personal injury, damage to property or equipment, or loss of output, or all three. Dangerous occurrence – these are events or situations that could harm employees at work in such a way that there is a legal requirement to report them. If something happens which does not result in a major injury, but clearly could have done, it may be classed as a dangerous occurrence. Near miss – any unplanned occurrence (except Dangerous occurrence) that does not lead to injury of personnel or damage to property, plant or equipment, but may have done in different circumstances. Hazard - a hazard can be defined as a situation with the potential to cause harm or danger. GAL Incident / Accident / Near Miss Reporting System Airside incidents, accidents and near misses are recorded on the PRIME electronic database. Voluntary Reporting Reportline Reporting accidents, near miss incidents and concerns relating to health, safety and environmental practices is an essential part of ensuring safe and stable operations. Each of the several hundred companies working at Gatwick has its own incident reporting procedure, however, in order to reflect best practice and promote a positive safety culture amongst our community, we have a confidential report line facility called Reportline which is operated by independent company Santia. Who can use it? This facility is free for use by anyone concerned about health, safety and environmental practices at the airport that they feel are not being addressed satisfactorily through the normal, local reporting procedures. This includes those working for airlines, handling agents, aircraft servicing companies, cleaners, retail outlets and other third parties.


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When and how do I use it?

A confidential report can easily be made by dialling 02920 266 221 from any landline or mobile phone. The lines are open 24 hours a day, 7 days a week (including during bank holidays) so should you feel more comfortable speaking to an advisor after work, you can. You can also send Reportline an email at [email protected]. If your report relates to airside safety, the report shall be forwarded to the Head of Airside Compliance. If deemed appropriate, the Head of Airside Compliance will notify the Competent Authority.

Mandatory Occurrence Reporting

EU Regulation No 376/2014 Mandatory Occurrence Reporting system (MOR)

requires the reporting of hazardous or potentially hazardous incidents or occurrences

affecting an aircraft. An occurrence means any safety-related event which endangers

or which, if not corrected or addressed, could endanger an aircraft, its occupants or

any other person.

The Gatwick Airport Directive - Mandatory Occurrence Reporting (MOR) – (EU) 376 2014, describes the reporting system. All reports will be submitted as required in accordance with the above regulation, within 72 hours.

The following categories of activities are required to report occurrences and comply with EASA Regulation (EU) No 376/2014.

ANNEX I - OCCURRENCES RELATED TO THE OPERATION OF THE AIRCRAFT AIR OPERATIONS Flight preparation

Use of incorrect data or erroneous entries into equipment used for navigation or performance calculations which has or could have endangered the aircraft, its occupants or any other person.

Carriage or attempted carriage of dangerous goods in contravention of applicable legislations including incorrect labelling, packaging and handling of dangerous goods.

Aircraft preparation

Incorrect fuel type or contaminated fuel.

Missing, incorrect or inadequate De-icing/Anti-icing treatment. Take-off and landing

Taxiway or runway excursion.

Actual or potential taxiway or runway incursion. Final Approach and Take-off Area (FATO) incursion. Any rejected take-off.

Inability to achieve required or expected performance during take-off, go-around or landing.

mailto:[email protected]


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Actual or attempted take-off, approach or landing with incorrect configuration setting.

Tail, blade/wingtip or nacelle strike during take-off or landing.

Approach continued against air operator stabilised approach criteria.

Continuation of an instrument approach below published minimums with

inadequate visual references.

Precautionary or forced landing. Short and long landing. Hard landing. Any phase of flight Loss of control.

Aircraft upset, exceeding normal pitch attitude, bank angle or airspeed inappropriate for the conditions.

Level bust.

Activation of any flight envelope protection, including stall warning, stick shaker, stick pusher and automatic protections.

Unintentional deviation from intended or assigned track of the lowest of twice

the required navigation performance or 10 nautical miles. Exceedance of aircraft flight manual limitation.

Operation with incorrect altimeter setting.

Jet blast or rotor and prop wash occurrences which have or could have endangered the aircraft, its occupants or any other person.

Misinterpretation of automation mode or of any flight deck information provided to the flight

crew which has or could have endangered the aircraft, its occupants or any other person. Other types of occurrences Unintentional release of cargo or other externally carried equipment. Loss of situational awareness (including environmental, mode and system awareness, spatial disorientation, and time horizon).

Any occurrence where the human performance has directly contributed to or could have

contributed to an accident or serious incident.

TECHNICAL OCCURRENCES

Structure and Systems Loss of any part of the aircraft structure in flight. Loss of a system. Loss of redundancy of a system.


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Leakage of any fluid which resulted in a fire hazard or possible hazardous contamination

of aircraft structure, systems or equipment, or which has or could have endangered the aircraft, its occupants or any other person.

Fuel system malfunctions or defects, which had an effect on fuel supply and/or distribution. Malfunction or defect of any indication system when this results in misleading indications

to the crew. Abnormal functioning of flight controls such as asymmetric or stuck/jammed flight controls

(for example: lift (flaps/slats), drag (spoilers), attitude control (ailerons, elevators, rudder) devices).

Propulsion (including engines, propellers and rotor systems) and auxiliary power units (APUs) Failure or significant malfunction of any part or controlling of a propeller, rotor or

powerplant. Damage to or failure of main/tail rotor or transmission and/or equivalent systems. Flameout, in-flight shutdown of any engine or APU when required (for example: ETOPS

(Extended range Twin engine aircraft Operations), MEL (Minimum Equipment List)). Engine operating limitation exceedance, including overspeed or inability to control the

speed of any high-speed rotating component (for example: APU, air starter, air cycle machine, air turbine motor, propeller or rotor).

Failure or malfunction of any part of an engine, powerplant, APU or transmission resulting

in any one or more of the following: thrust-reversing system failing to operate as commanded; inability to control power, thrust or rpm (revolutions per minute); non-containment of components/debris. INTERACTION WITH AIR NAVIGATION SERVICES (ANS) AND AIR TRAFFIC MANAGEMENT (ATM) Unsafe ATC (Air Traffic Control) clearance. Prolonged loss of communication with ATS (Air Traffic Service) or ATM Unit.

Conflicting instructions from different ATS Units potentially leading to a loss of separation. Misinterpretation of radio-communication which has or could have endangered the aircraft, its occupants or any other person. Intentional deviation from ATC instruction which has or could have endangered the aircraft, its occupants or any other person.

EMERGENCIES AND OTHER CRITICAL SITUATIONS Any event leading to the declaration of an emergency (‘Mayday’ or ‘PAN call’). Any burning, melting, smoke, fumes, arcing, overheating, fire or explosion.


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Contaminated air in the cockpit or in the passenger compartment which has or could have endangered the aircraft, its occupants or any other person.

Failure to apply the correct non-normal or emergency procedure by the flight or cabin crew to deal with an emergency.

Use of any emergency equipment or non-normal procedure affecting in-flight or landing performance.

Failure of any emergency or rescue system or equipment which has or could have endangered the aircraft, its occupants or any other person.

Uncontrollable cabin pressure. Critically low fuel quantity or fuel quantity at destination below required final reserve fuel. Any use of crew oxygen system by the crew.

Incapacitation of any member of the flight or cabin crew that results in the reduction below the minimum certified crew complement.

Crew fatigue impacting or potentially impacting their ability to perform safely their flight duties.

EXTERNAL ENVIRONMENT AND METEOROLOGY A collision or a near collision on the ground or in the air, with another aircraft, terrain or obstacle. ACAS RA (Airborne Collision Avoidance System, Resolution Advisory). Activation of genuine ground collision system such as GPWS (Ground Proximity Warning System)/TAWS (Terrain Awareness and Warning System) ‘warning’. Wildlife strike including bird strike. Foreign object damage/debris (FOD). Unexpected encounter of poor runway surface conditions. Wake-turbulence encounters. Interference with the aircraft by firearms, fireworks, flying kites, laser illumination, high powered lights, lasers, Remotely Piloted Aircraft Systems, model aircraft or by similar means. A lightning strike which resulted in damage to the aircraft or loss or malfunction of any aircraft system. A hail encounter which resulted in damage to the aircraft or loss or malfunction of any aircraft system. Severe turbulence encounter or any encounter resulting in injury to occupants or deemed to require a ‘turbulence check’ of the aircraft. A significant wind shear or thunderstorm encounter which has or could have endangered the aircraft, its occupants or any other person. Icing encounter resulting in handling difficulties, damage to the aircraft or loss or malfunction of any aircraft system.


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Volcanic ash encounter.

SECURITY Bomb threat or hijack. Difficulty in controlling intoxicated, violent or unruly passengers. Discovery of a stowaway.

ANNEX II - OCCURRENCES RELATED TO TECHNICAL CONDITIONS, MAINTENANCE AND REPAIR OF THE AIRCRAFT MAINTENANCE AND CONTINUING AIRWORTHINESS MANAGEMENT

Serious structural damage (for example: cracks, permanent deformation, delamination, debonding, burning, excessive wear, or corrosion) found during maintenance of the aircraft or component.

Serious leakage or contamination of fluids (for example: hydraulic, fuel, oil, gas or other fluids).

Failure or malfunction of any part of an engine or powerplant and/or transmission resulting in any one or more of the following: non-containment of components/debris failure of the engine mount structure. Damage, failure or defect of propeller, which could lead to in-flight separation of the propeller or any major portion of the propeller and/or malfunctions of the propeller control. Damage, failure or defect of main rotor gearbox/attachment, which could lead to in-flight separation of the rotor assembly and/or malfunctions of the rotor control. Significant malfunction of a safety-critical system or equipment including emergency system or equipment during maintenance testing or failure to activate these systems after maintenance. Incorrect assembly or installation of components of the aircraft found during an inspection or test procedure not intended for that specific purpose. Wrong assessment of a serious defect, or serious non-compliance with MEL and Technical logbook procedures. Serious damage to Electrical Wiring Interconnection System (EWIS). Any defect in a life-controlled critical part causing retirement before completion of its full life. The use of products, components or materials, from unknown, suspect origin, or unserviceable critical components. Misleading, incorrect or insufficient applicable maintenance data or procedures that could lead to significant maintenance errors, including language issue. Incorrect control or application of aircraft maintenance limitations or scheduled maintenance.


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Releasing an aircraft to service from maintenance in case of any non-compliance which endangers the flight safety. Serious damage caused to an aircraft during maintenance activities due to incorrect maintenance or use of inappropriate or unserviceable ground support equipment that requires additional maintenance actions. Identified burning, melting, smoke, arcing, overheating or fire occurrences. Any occurrence where the human performance, including fatigue of personnel, has directly contributed to or could have contributed to an accident or a serious incident. Significant malfunction, reliability issue, or recurrent recording quality issue affecting a flight recorder system (such as a flight data recorder system, a data link recording system or a cockpit voice recorder system) or lack of information needed to ensure the serviceability of a flight recorder system.

ANNEX III - OCCURRENCES RELATED TO AIR NAVIGATION SERVICES AND FACILITIES

AIRCRAFT-RELATED OCCURRENCES A collision or a near collision on the ground or in the air, between an aircraft and another aircraft, terrain or obstacle, including near-controlled flight into terrain (near CFIT). Separation minima infringement. Inadequate separation. ACAS RAs. Wildlife strike including bird strike. Taxiway or runway excursion. Actual or potential taxiway or runway incursion. Final Approach and Take-off Area (FATO) incursion. Aircraft deviation from ATC clearance. Aircraft deviation from applicable air traffic management (ATM) regulation: aircraft deviation from applicable published ATM procedures airspace infringement including unauthorised penetration of airspace

deviation from aircraft ATM-related equipment carriage and operations, as mandated by applicable regulations.

Call sign confusion related occurrences.

DEGRADATION OR TOTAL LOSS OF SERVICES OR FUNCTIONS Inability to provide ATM services or to execute ATM functions: Inability to provide air traffic services or to execute air traffic services functions

Inability to provide airspace management services or to execute airspace management functions

inability to provide air traffic flow management and capacity services or to execute air traffic flow management and capacity functions.


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Missing or significantly incorrect, corrupted, inadequate or misleading information from any support service including relating to poor runway surface conditions. Failure of communication service. Failure of surveillance service. Failure of data processing and distribution function or service. Failure of navigation service. Failure of ATM system security which had or could have a direct negative impact on the safe provision of service. Significant ATS sector/position overload leading to a potential deterioration in service provision. Incorrect receipt or interpretation of significant communications, including lack of understanding of the language used, when this had or could have a direct negative impact on the safe provision of service. Prolonged loss of communication with an aircraft or with other ATS unit.

OTHER OCCURRENCES

Declaration of an emergency (‘Mayday’ or ‘PAN’ call). Significant external interference with Air Navigation Services (for example radio broadcast stations transmitting in the FM band, interfering with ILS (instrument landing system), VOR (VHF Omni Directional Radio Range) and communication). Interference with an aircraft, an ATS unit or a radio communication transmission including by firearms, fireworks, flying kites, laser illumination, high-powered lights lasers, Remotely Piloted Aircraft Systems, model aircraft or by similar means. Fuel dumping. Bomb threat or hijack. Fatigue impacting or potentially impacting the ability to perform safely the air navigation or air traffic duties. Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident.

ANNEX IV - OCCURRENCES RELATED TO AERODROMES AND GROUND SERVICES Aircraft- and obstacle-related occurrences

A collision or near collision, on the ground or in the air, between an aircraft and another aircraft, terrain or obstacle.

Wildlife strike including bird strike. Taxiway or runway excursion. Actual or potential taxiway or runway incursion. Final Approach and Take-off Area (FATO) incursion or excursion.


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Aircraft or vehicle failure to follow clearance, instruction or restriction while operating on the movement area of an aerodrome (for example: wrong runway, taxiway or restricted part of an aerodrome). Foreign object on the aerodrome movement area which has or could have endangered the aircraft, its occupants or any other person.

Presence of obstacles on the aerodrome or in the vicinity of the aerodrome which are not published in the AIP (Aeronautical Information Publication) or by NOTAM (Notice to Airmen) and/or that are not marked or lighted properly. Push-back, power-back or taxi interference by vehicle, equipment or person. Passengers or unauthorised person left unsupervised on apron. Jet blast, rotor down wash or propeller blast effect. Declaration of an emergency (‘Mayday’ or ‘PAN’ call).

Degradation or total loss of services or functions

Loss or failure of communication between:

aerodrome, vehicle or other ground personnel and air traffic services unit or apron management service unit

apron management service unit and aircraft, vehicle or air traffic services unit.

Significant failure, malfunction or defect of aerodrome equipment or system which has or could have endangered the aircraft or its occupants.

Significant deficiencies in aerodrome lighting, marking or signs. Failure of the aerodrome emergency alerting system. Rescue and firefighting services not available according to applicable requirements.

Other occurrences

Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could have endangered the aircraft, its occupants or any other person.

Aerodrome security related occurrences (for example: unlawful entry, sabotage, bomb threat).

Absence of reporting of a significant change in aerodrome operating conditions which has or could have endangered the aircraft, its occupants or any other person.

Missing, incorrect or inadequate de-icing/anti-icing treatment. Significant spillage during fuelling operations.

Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen, nitrogen, oil and potable water).

Failure to handle poor runway surface conditions.

Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident.


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Aircraft and aerodrome-related occurrences

A collision or near collision, on the ground or in the air, between an aircraft and another aircraft, terrain or obstacle.

Runway or taxiway incursion. Runway or taxiway excursion.

Significant contamination of aircraft structure, systems and equipment arising from the carriage of baggage, mail or cargo.

Push-back, power-back or taxi interference by vehicle, equipment or person.

Foreign object on the aerodrome movement area which has or could have endangered the aircraft, its occupants or any other person.

Passengers or unauthorised person left unsupervised on apron.

Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could have endangered the aircraft, its occupants or any other person.

Aerodrome security-related occurrences (for example: unlawful entry, sabotage, bomb threat).

Degradation or total loss of services or functions

Loss or failure of communication with aircraft, vehicle, air traffic services unit or apron management service unit. Significant failure, malfunction or defect of aerodrome equipment or system which has or could have endangered the aircraft or its occupants.

Significant deficiencies in aerodrome lighting, marking or signs.

Ground handling specific occurrences

Incorrect handling or loading of passengers, baggage, mail or cargo, likely to have a significant effect on aircraft mass and/or balance (including significant errors in loadsheet calculations).

Boarding equipment removed leading to endangerment of aircraft occupants.

Incorrect stowage or securing of baggage, mail or cargo likely in any way to endanger the aircraft, its equipment or occupants or to impede emergency evacuation.

Transport, attempted transport or handling of dangerous goods which resulted or could have resulted in the safety of the operation being endangered or led to an unsafe condition (for example: dangerous goods incident or accident as defined in the ICAO Technical Instructions.

Non-compliance on baggage or passenger reconciliation.

Non-compliance with required aircraft ground handling and servicing procedures, especially in de-icing, refuelling or loading procedures, including incorrect positioning or removal of equipment.

Significant spillage during fuelling operations.

Loading of incorrect fuel quantities likely to have a significant effect on aircraft endurance, performance, balance or structural strength.

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Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen, nitrogen, oil and potable water).

Failure, malfunction or defect of ground equipment used for ground handling, resulting into damage or potential damage to the aircraft (for example: tow bar or GPU (Ground Power Unit)).

Missing, incorrect or inadequate de-icing/anti-icing treatment.

Damage to aircraft by ground handling equipment or vehicles including previously unreported damage.

Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident.

Notifiable Aircraft Accident and Serious Incident

Definition of an Accident

“Accident” means an occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight and such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down, in which:

a person is fatally or seriously injured as a result of:

being in the aircraft

direct contact with any part of the aircraft, including parts which have become detached from the aircraft

direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew

the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine, (including its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes) or minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike, (including holes in the radome)

the aircraft is missing or is completely inaccessible.

Definition of Serious Injury

“Serious injury” means an injury which is sustained by a person in an accident and which involves one of the following:

hospitalisation for more than 48 hours, commencing within 7 days from the date the injury was received;

a fracture of any bone (except simple fractures of fingers, toes, or nose);

lacerations which cause haemorrhage, nerve, muscle or tendon damage;

injury to any internal organ;


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second or third degree burns, or any burns affecting more than 5% of the body surface;

verified exposure to infectious substances or harmful radiation.

Definition of a Serious Incident

“Serious Incident” means an incident involving circumstances indicating that there was a high probability of an accident and is associated with the operation of an aircraft, which in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down.

The incidents listed below are typical examples of serious incidents. The list is not exhaustive and only serves as a guide to the definition of ‘serious incident’.

A near collision requiring an avoidance manoeuvre or when an avoiding manoeuvre would have been appropriate to avoid a collision or an unsafe situation.

Controlled flight into terrain (CFIT) only marginally avoided.

An aborted takeoff or a takeoff using a closed or engaged runway, a taxiway or unassigned runway.

A landing or attempted landing on a closed or engaged runway, a taxiway or unassigned runway.

Gross failure to achieve predicted performance during takeoff or initial climb.

All fires and/or smoke in the cockpit, in the passenger compartment, in cargo compartments or engine fires, even though such fires were extinguished with extinguishing agents.

Any events which require the emergency use of oxygen by the flight crew.

Aircraft structural failure or engine disintegration, including uncontained turbine engine failure, which is not classified as an accident.

Multiple malfunctions of one or more aircraft systems that seriously affect the operation of the aircraft.

Any case of flight crew incapacitation in flight.

Any fuel state which would require the declaration of an emergency by the pilot.

Runway incursions classified with severity A. The ‘Manual on the Prevention of Runway Incursions’ (Doc 9870) contains information on the severity classifications.

Takeoff or landing incidents, such as undershooting, overrunning or running off the side of runways.

System failures, weather phenomena, operation outside the approved flight envelope or other occurrences which caused or could have caused difficulties controlling the aircraft.

Failure of more than one system in a redundancy system which is mandatory for flight guidance and navigation.

The unintentional or, as an emergency measure, the intentional release of a slung load or any other load carried external to the aircraft.

How to report an aircraft accident or serious incident Aircraft accidents or serious incidents should be reported to the Air Accidents Investigation Branch (AAIB) and aircraft accidents to the police.

AAIB 24-hour reporting line

Telephone: 01252 512299


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Who must report an aircraft accident or serious incident

The following people must notify the AAIB without delay if they have knowledge of an aircraft accident or serious incident the crew of the aircraft

the owner of the aircraft

the operator of the aircraft

people involved in the maintenance, design or manufacture of the aircraft

people involved in the training of the aircraft’s crew

people involved in providing air traffic control, flight information services or aerodrome services to the aircraft

In the case of an accident, the commander of the aircraft or the aircraft operator, if the commander has been killed or incapacitated, must also inform the police.

What information to give the AAIB

The AAIB will need to know as much of the following information as possible:

the type, model, nationality and registration marks of the aircraft

the names of the owner, operator and hirer (if any) of the aircraft

the name of the commander of the aircraft

the date and time (UTC) of the accident or serious incident

the last point of departure and the next point of intended landing of the aircraft

the position of the aircraft in relation to some easily defined geographical location

the number of o crew on board and the number killed or seriously injured o passengers on board and the number killed or seriously injured o other persons killed or seriously injured as a result of the accident

the nature of the accident or serious incident and the extent of damage as far as is known

Notifiable accidents are subject to examination by the Air Accidents Investigation

Branch (AAIB) of the Department for Transport (DfT). ATC will advise this organisation of all such incidents. The GAL Airside Operations Manager or nominated representative is responsible for confirming that ATC have contacted AAIB.

Reporting of Incidents, Accidents and Near Misses on the Airfield

Gatwick Airport Limited (GAL) requires to be notified of all incidents, accidents and near misses arising from work and activities on the airfield, including those arising from the activities of third parties. All Companies must ensure that relevant reporting procedures are included in staff induction training. Staff must clearly understand that the first call must be to notify GAL. Gatwick Airport Directive – GAD – Reporting of Incidents, Accidents and Near Misses on the Airfield. Following a reportable event, some or all of the actions listed below will be undertaken by Airside Operations staff, to preserve evidence. Photographs Statement(s) from those involved Preservation of ATC recordings Interrogation of CASPER (to track aircraft) Incident scene management


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2.6 Procedures Related to Alcohol / Drugs

GAL HR Policy

The policy:

Sets out the rules regarding the consumption of alcohol and drugs for all Gatwick Airport Limited employees in connection with their duties

Describes the help that will be made available to anyone who believes they have an alcohol or drug dependency

Explains the procedures governing alcohol and drug testing

The purpose of this policy is to:

Help protect Gatwick based employees from the dangers of drug and alcohol misuse and encourage those with a dependency to seek help

Ensure that employees’ use of drugs or alcohol does not impair the safe and efficient running of the business, or compromise the safety of customers and employees

Enhance the reputation of Gatwick as a safe and responsible employer

Comply with all relevant legislation, including the Railway and Other Guided Transport Systems 2006 (ROGs) and Health and Safety regulations.

Scope

Our policy applies to all employees of Gatwick Airport Ltd. In addition, subcontractors will be asked to adopt a policy embracing the principles contained in this document.

Our policy has been agreed between representatives of the management team and recognised Trade Union officials based at Gatwick.

This policy supersedes all previous Drugs and Alcohol Policies.

Gatwick Airport Directive – GAD – Airside Discipline - refers.

Driving or attempting to drive while under the influence of drink or drugs (Road Traffic Act limit applies) 3 month to permanent airside driving ban applies.

London Gatwick Byelaws 3(16) state:-

No person shall be drunk or under the influence of drugs or other intoxicating substances in a Restricted Area.

2.7 Safety Directives / Problems / Recommendations

2.7.1 Complying with Safety Directives

The following statement is included on all Directives and Notices.

It is the responsibility of all employers to ensure that relevant Airport Notices are brought to the attention of their staff. However individuals remain responsible for their own actions and those who are in any doubt should consult their supervisor or manager.


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2.7.2 Safety Reporting

All incidents, accidents and near misses on the airfield MUST be reported immediately they occur, via the Gatwick Control Centre Emergency Line Ext 222 on any GAL telephone or 999 from all other telephones (01293 501222 from a mobile phone)

Staff MUST NOT leave the scene of an incident, or remove vehicles involved, without the approval of GAL Airside Operations.

Reportable incidents include (list is not exhaustive)

Damage to aircraft Airbridge to aircraft Equipment to aircraft Vehicle to aircraft Vehicle to vehicle Vehicle to airbridge Vehicle to equipment Vehicle to structure Road traffic collision Any personal injury

2.7.3 Safety Recommendations

All safety recommendations issued by the Health and Safety Executive or Air Accidents Investigation Branch are tracked, owners identified to complete actions, as required by the investigation authority.

2.8 Procedures for recording aircraft movements

The IDAHO Airport Operational Database is the method used by GAL for recording aircraft movements, types and dates. Passenger numbers are recorded in another GAL database called SAP.

3. Required Aerodrome Personnel Qualifications / Training

3.1 Training Programme

3.1.1 Airside Operations staff training consists of modules, covering the following

subjects:

Regulatory framework Airfield layout Principles of flight Airline operations Air Traffic Services Health & Safety Airside Driving Radiotelephony Bird hazard management Runway surface friction Inspection process Surface inspection Lighting inspection Apron equipment inspection Stand management Turn control Adverse weather


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Control of works in progress Marshalling Safeguarding Promulgation of information Environmental issues Airside discipline Fuelling of aircraft Emergencies and contingency planning Control authorities Special flights

Fire fighters (FF):-Trainee Fire-fighters (TFF) who have successfully completed an approved Initial Fire-fighting Course, will maintain competence through the approved MOCS.

When promoted to a higher role, the individual will attend the relevant Crew Commander or Supervisors course as soon as is practically possible at an approved training provider.

Crew Managers will be qualified to Crew Commander level and revalidate their certificate of competency every 4 consecutive years. Station Managers and Watch Managers will be qualified to supervisor level and revalidate their certificate of competency every 4 consecutive years. It is the policy of Gatwick Airport to ensure that all RFFS personnel are trained and assessed in accordance with CAP 699 and the approved MOCS. All RFFS personnel hold a current certificate of competence to the appropriate standard as agreed with the regulatory authority. All training records are held on an electronic database for auditing and inspection purposes.

Gatwick Airport Directive – GAD – Airside Safety Training – sets out the

requirements for third parties. Gatwick Airport Directive – GAD – Airside Driving and Vehicle Operation – sets

out the requirements for persons operating on the manoeuvring area and other operational areas of the aerodrome. This includes persons operating unescorted.

3.1.2 Procedures

3.1.2.1 Training and Checking

On completion of the required training, a practical and theory assessment is carried out. A suitably qualified instructor who has not been involved in the delivery of training to the candidates must conduct the assessment. This is to ensure objectivity and to protect the integrity of the assessment process. The Airside Training Manager, in conjunction with Line Manager, also assesses the individual’s evidence log of the tasks completed, related to the training modules, to ensure the required competency has been achieved in all relevant areas.

3.1.2.2 Procedure if Required Standard is not achieved

If trainees do not achieve the required standard, a gap analysis will be carried out and they will be given extended training, to ensure they achieve the required competency.


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3.1.3 Documentation to be stored and storage periods

Training material is reviewed and updated as required, to ensure compliance with current legislation. Documentation is owned by the Airside Training Manager and is date stamped.

Individual training records are stored in a shared computer drive and recorded on AirDat, which provides expiry alerts, thereby enabling refresher training to be programmed for individuals, prior to expiry.

3.2 Proficiency Check Programme

Each subject with the syllabi has a specific proficiency check timescale; annually, 3 yearly and 5 yearly.

Competency checks are carried out annually on specific activities, by Line Managers.

3.2.1 Procedure if Required Standard is not achieved

If trainees do not achieve the required proficiency, a gap analysis will be carried out and they will be given additional training to ensure they achieve the required standard.

3.2.3 Documentation to be stored and storage periods

Individual training records are stored in an electronic database which provides expiry alerts, thereby enabling refresher training to be programmed for individuals, prior to expiry.

3.3 Provision of Training and Proficiency Check Records to New Employer

3.3.1 In the event of an employee taking up alternative employment, then on request, Gatwick Airport Ltd shall provide the new employer with the employees training and proficiency check records.


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Part C Particulars of the Aerodrome Site


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Part C - Particulars of the Aerodrome Site

4. Description of Aerodrome Site

The aerodrome site is described in the UK AIP www.nats-uk.ead-it.com/public/index.php.html

4.1 Distance of Aerodrome from Nearest Town

2.7 nm N of Crawley - 24.7 nm S of London

4.2 Aerodrome Chart

A chart of the Aerodrome is shown in the UK AIP Aerodrome Chart – AD 2-EGKK-2-1 www.nats-uk.ead-it.com/public/index.php.html The detailed map 1:2500 is included as an attachment to the Aerodrome Manual.




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4.3 Location of Aerodrome Facilities and Equipment outside Boundary

4.4 Physical Characteristics of the Aerodrome

A description of the physical characteristics of the aerodrome can be found in the UK AIP – London Gatwick Airport – Textual Data www.nats-uk.ead-it.com/public/index.php.html

4.5 Operating Limitations

Runway 08L take-off climb surface. Aircraft parked on Pier 1 – Stands 2 to 5 infringe the runway 08L TOCS and are promulgated on the Type ‘A’ chart.

Runway 08L take-off climb surface. Concorde House penetrates the runway 08L TOCS promulgated on the Type ‘A’ chart.

A380 taxiway routing restricted. The UK AIP promulgates:-

Ground movement of large aircraft - Code F

A380 aircraft - Taxiway routes available to A380 are shown on aerodrome chart AD 2-EGKK-2-1, marked in yellow.

There is a positive but substandard obstacle clearance (minimum of 47.5 m) on Taxiway Juliet A380 routing. Pilots are to ensure that Cockpit over Centre-line (COCL) technique is used at all times when manoeuvring at Gatwick.

4.6 Types of Operations the Aerodrome is approved to Conduct

Use governed by regulations applicable to Gatwick CTR.

All flights operating at London Gatwick Airport are subject to prior approval of the Chief Executive Officer, Gatwick Airport Ltd, and require a slot allocated by Airport Coordination Ltd (ACL).



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Flights for aerobatic, recreational, commemorative, charity and record breaking purposes will not be permitted to use the airport, except with the prior approval of the Chief Executive Officer. Planned Diversion Procedure – Airline and other operators are advised that before selecting Gatwick as an alternate, prior arrangements for ground handling should have been agreed with one of the nominated handling agents. The use of this airport for training purposes is prohibited. The deliberate simulation of engine failure is not permitted whilst on approach to or departure from the airport. This Airport may be used by Executive and Private Aircraft (general aviation) subject to conditions as laid down in the UK AIP - EGKK AD 2.20 LOCAL TRAFFIC REGULATIONS


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Part D

Particulars of the Aerodrome required to be

reported to the Aeronautical Information

Service


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Part D - Particulars of the aerodrome required to be reported to the Aeronautical Information Service 5. Procedures for the Promulgation of General Information. Permanent information regarding the operating conditions is published in the UK AIP, with

temporary information promulgated using UK NOTAMS and the Aeronautical Information Service.

Changes required to the Gatwick entry in the UK AIP is facilitated by approved sponsors, by

means of the electronic UK AIP change request form.

Particulars of the aerodrome which are reported to the Aeronautical Information Service can be found in the following sections of the UK AIP www.nats-uk.ead-it.com/public/index.php.html

5.1 Name of the Aerodrome London Gatwick

UK AIP - EGKK AD 2.1 AERODROME LOCATION INDICATOR AND NAME 5.2 Location of the Aerodrome

2.7 nm N of Crawley - 24.7 nm S of London UK AIP - EGKK AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

5.3 Geographical Coordinates of the Aerodrome Reference Point Lat: 510853N Long: 0001125W

Mid point of Runway 08R/26L UK AIP -EGKK AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

5.4 Aerodrome Elevation and Geoid Undulation

149 ft UK AIP - EGKK AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

5.5 Runway Threshold Elevations and Geoid Undulation

Ruway 08R

Thr Elev 196 510845.10N,0001224.59W GUND Elevation 149 (Highest Elev in TDZ) Runway 26L Thr Elev 196 510902.43N,0001018.93W GUND Elevation 149 Runway 08L Thr Elev 195 510851.04N,0001229.18W (GUND Elevation 149)




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Runway 26R Thr Elev 195 510903.69N,0001057.40W (GUND Elevation 149) Highest Elev in TDZ 196 510901.71N,0001024.13W (GUND Elevation 149)

UK AIP - EGKK AD 2-EGKK-2-1 – Aerodrome Chart

5.6 Aerodrome Reference Temperature

+20°C

5.7 Aerodrome Beacon Intentionally left blank – there is no aerodrome beacon at London Gatwick.

5.8 Name of Aerodrome Operator and Contact Details GATWICK AIRPORT LIMITED.

London (Gatwick) Airport, West Sussex RH6 0NP Phone: 0844-892 0322 (Gatwick Airport Ltd) Phone: 01293-601031 (ATC) Fax: 01293-601033 (ATC) Fax: 01293-503203 (Gatwick Airport Ltd)

UK AIP - EGKK AD 2.2 AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

6. Aerodrome Dimensions and Related Information

6.1 Runway Designation / True Bearing

08R 077.63° 26L 257.65° 08L 077.62° 26R 257.64°

Length and Width

08R 3316 x 45m 26L 3316 x 45m 08L 2565 x 45m 26R 2565 x 45m UK AIP - EGKK AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS Displaced Threshold Location

The 08R landing threshold is displaced 393m The 26L landing threshold is displaced by 424m The 08L landing threshold is displaced by 427m The 26R landing threshold is displaced by 417m EGKK AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS


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Slope Runway 08R/26L – 0.06% Runway 08L/26R – 0.04% Surface Type

Runway surface: Asphalt, grooved. PCN 100/F/C/W/T

UK AIP - EGKK AD 2.12 RUNWAY PHYSICAL CHARACTERISTICS

Type of Runway

08R precision approach runway 26L precision approach runway 08L non-instrument runway 26R non-instrument runway An obstacle free zone (OFZ) is in existence.

6.2 Runway Strip

08R/26L 3436 x 300m 08L/26R 2685 x 150m Runway Stopway 08R 74m 26L 61m 08L - 26R - Runway Clearway 08R 152m

26L 144m 08L 475m 26R 138m UK AIP Type ‘A’ Operating Limitations

Runway End Safety Areas (RESAs)

Runway 08R/26L – East end – 90m

There is a 90m unobstructed area at the east end of Runway 08R/26L. All buried faces within the 90m RESA are delethalised. All upstanding runway light fittings are frangible.

On the runway centreline the first non-frangible obstruction is the security fence 270m beyond the end of the runway.

Runway 08R/26L – West end – 90m There is a 90m unobstructed area at the western end of Runway 08R/26L. All buried faces within the 90m RESA are delethalised. All upstanding runway light fittings are frangible.

On the runway centreline the first upstanding non frangible obstruction is the security fence, which is 180m beyond the end of the runway. Prior to the fence, the area has


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the frangible ILS and approach lights. All buried faces within the 90m RESA are delethalised.

Runway 08L/26R – East end – 90m

There is a 90m unobstructed area at the east end of Runway 08L/26R. All buried faces within the 90m are delethalised. On the runway centreline the first non-frangible obstruction is Pier 1 – 750m beyond the end of the runway.

Runway 08L/26R – West end -90m

There is a 90m unobstructed area at the western end of the Northern Runway. All buried faces with the 90m are delethalised. On the runway centreline the first non-frangible obstruction is the earth bund 90m beyond the end of the runway.

Taxiways

Taxiway: 23 m Surface: Concrete PCN 89/R/C/W/T

Taxiway: 23 m Surface: Asphalt PCN 100/F/C/W/T

Taxiway TANGO: 23 m. Surface: Concrete and asphalt PCN 55/R/C/W/T

Taxiway YANKEE: 23 m. Surface: Concrete and asphalt PCN 55/R/C/W/T

Taxiway UNIFORM: 25 m. Surface: Concrete. PCN 89/R/C/W/T

Taxiway VICTOR: 23 m. Surface: Concrete PCN 59/R/D/W/T

Taxiway WHISKEY: 23 m Surface: Concrete PCN 59/R/D/W/T

Parking Stands:

Surface: Concrete PCN 89/R/C/W/T

Surface: Concrete Block Paving PCN 100/F/C/W/T

Surface: Asphalt PCN 100/F/C/W/T

UK AIP - EGKK AD 2.8 APRONS, TAXIWAYS AND CHECK LOCATIONS/ POSITIONS DATA

6.3 Provision of Lighting – General

The lighting of runways 08R and 26L at Gatwick is precision approach Category III.

The lighting scale of runways 08L and 26R at Gatwick is scale L3.

Provision of Lighting – Approach / Runways

Runway 08R/26L – Approach Lighting

Frangible approach lighting is installed on runways 08R and 26L as follows:

914m high intensity Calvert coded centreline with five cross bar system. The lights are all uni-directional white and set as follows: Runway 08R Rows 1 to 9 at 9° angle Rows 10 to 14 at 8° angle


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Rows 15 to 20 at 7° angle Last rows at 6°

Runway 26L Rows 1 to 8 at 9° angle (Row 4 not installed due to railway line). Rows 9 to 13 at 8° angle Rows 14 to 18 at 7° angle Last rows at 6°

Supplementary approach lighting system (SALS) over the inner 300m consisting of 27 barrettes of four lights each arranged in nine rows of three at 30m longitudinal intervals symmetrically each side of the extended runway centreline. The lights are unidirectional high intensity white (centre barette or red (outer barettes) and are set at the same angles as the corresponding approach lighting.

Precision Approach Path Indicators (PAPI) are installed runways 08R/26L. Note: 08R PAPI is located on the south side of the runway. Runway 08R/26L – Runway Lighting Runway lighting is installed on runway 08R/26L as follows

Centreline lights are at 15m spacing. The lights are bi-directional, high intensity and beamed at 5.5° to the horizontal. The lights are white to a point 900m from the runway end, with the following 600m alternate red and white and the final 300m all red in colour.

Edge lights at 60m longitudinal spacing and positioned 22.5m each side of the centreline. The lights are bi-directional, high intensity, white.

Touchdown zone lights over the first 893m of each runway direction consisting of 30 barrettes of four lights arranged in fifteen rows of two at 60m longitudinal intervals symmetrically each side of the runway centreline. The lights are unidirectional, high intensity, white. Threshold lights at each landing threshold. These lights are unidirectional, high intensity, green and are supplemented by flush wing-bars.

Runway End lights which are unidirectional, high intensity, red.

GMC and Turn-off lighting as appropriate.

RETILS, indicating 3-2-1 before the RETs

Runway Guard lights (wig-wags) are installed at all runway/taxiway intersections, comprising alternate flashing amber standard low-level dual traffic lights.

The extent of the ILS localiser sensitive area on runway 08R/26L is indicated by the use of alternate yellow and green lights on all exits from the runway.

Runway 08L/26R – Approach Lighting Approach lighting consists of 420m High Intensity centreline with one crossbar. Runway 08L/26R - Runway Threshold Identification Lights (RTILS) – 2 synchronised flashing white lights, one at each end of the threshold bar. Visible in the approach sector only.


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Precision Approach Path Indicators (PAPI) are installed on runways 08L/26R.

Runway 08L/26R – Runway Lighting

Runway lighting is installed on runway 08L/26R as follows:

Runway edge lights are high intensity, bi-directional white, 60m spacing.

Runway end lights red.

Threshold lights at each landing threshold, are unidirectional, supplemented with high intensity green flush wing bars.

Runway threshold indication lighting system (RTILS) consist of 2 synchronised flashing white lights at either side of the threshold bar for 08L and 26R.

Taxiway centreline lighting on Taxiway Juliet is switchable during 08L/26R operations, therefore, these lights will not be visible when the aircraft is on approach to 08L/26R. The Taxiway Juliet centreline lighting will only be visible when taxying back to the apron after landing.

Provision of Lighting – Taxiways and Aprons

Taxiway Lighting

Green centreline lighting is installed on all taxiways except on Taxiway Yankee from holding points Yankee 2 to Whiskey 1 which has blue edge lighting.

Associated with the taxiway centrelines are red stop-bars.

All the above taxiway lighting is selectively switched by Ground Movement Control in order to assist guidance of taxiing aircraft. The red stop-bars are positioned and selected in such a manner that any green route chosen is guarded against conflicting traffic at taxiway intersections.

Red stop-bars and green/yellow turn-offs are provided on the runway. All taxiway lighting on the runway is controlled by the "Air" Controller.

Runway Guard Lights are installed at all runway/taxiway intersections, comprising alternating flashing amber standard low level dual traffic lights, operating H24. Taxiway Unavailable Bars (TUBS) comprising of a line of red stop lights spaced at approximately 3 m centres across the full width of the mouth of each RET/RAT adjacent to the runway and running parallel to the runway centre-line. TUBS are installed at Alpha, Bravo, Bravo Romeo, Charlie, Charlie Romeo, Delta, Echo, Foxtrot Romeo, Golf, Golf Romeo, Hotel and Juliet, to prevent incursions onto taxiways which are unavailable due to operational issues such as Work in Progress

When Runway, 08L/26R, is brought into use Guard Bars at G2, H2, J2, J5, J6, J8, N1, P1, Q1, R1, S1, T1 and U1 are activated under the control of the Air Controller. Limited route selection is available within the area bounded by these Guard Bars and the runway. Outside of this zone, taxiway lighting is controlled under the normal Airfield Surface Movement Guidance Control System (A-SMGCS). When the main runway 08R/26L is in use the northern runway 08L/26R displays normal taxiway green centreline lights.

Visual Docking Guidance System

Azimuth and Stopping guidance is provided by 'Safedock' – Advanced Visual Docking Guidance System (A-VDGS) except as follows:


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Marshaller Stands: 33R, 110L/R, 150L/R, 152L/R

Safedock/Mirror Stands: 551-553. With the exception of stands 41 and 43, all stands are designed for nose in/push back operations. UK AIP - EGKK AD 2.9 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND MARKINGS

Availability of Standby Power

Twin fed HV ring reduces risk of complete supply failure. In the very rare chance that it does happen, sub-stations have back-up generators that are set-up to start as soon as power drops out. Control system all backed up by UPS.

6.4 Not applicable 6.5 Standard taxi routes These are promulgated in the UK AIP. AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING

CHART – ICAO - AD 2-EGKK-2-2 6.6 Geographical Co-ordinates of each Runway Threshold

Runway 08R threshold 510845.10N,0001224.59W Runway 26L threshold 510902.43N,0001018.93W Runway 08L threshold 510851.04N,0001229.18W Runway 26R threshold 510903.69N,0001057.40W UK AIP - AD 2-EGKK-2-1 AERODROME CHART Geographical Co-ordinates of Stands

These are promulgated in the UK AIP UK AIP - AD 2-EGKK-2-3 AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING

STAND COORDINATES 6.7 Geographical Co-ordinates of Obstacles

These are shown on the Type ‘A’ charts and promulgated in the UK AIP UK AIP – Type ‘A’ charts and EGKK AD 2.10 AERODROME OBSTACLES 6.8 Pavement Classification

Runway surface: Asphalt, grooved. PCN 100/F/C/W/T

Taxiway: 23 m Surface: Concrete PCN 89/R/C/W/T

Taxiway: 23 m Surface: Asphalt PCN 100/F/C/W/T

Taxiway TANGO: 23 m. Surface: Concrete and asphalt PCN 55/R/C/W/T

Taxiway YANKEE: 23 m. Surface: Concrete and asphalt PCN 55/R/C/W/T

Taxiway UNIFORM: 25 m. Surface: Concrete. PCN 89/R/C/W/T

Taxiway VICTOR: 23 m. Surface: Concrete PCN 59/R/D/W/T


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Taxiway WHISKEY: 23 m Surface: Concrete PCN 59/R/D/W/T

Parking stands:

Surface: Concrete PCN 89/R/C/W/T

Surface: Concrete Block Paving PCN 100/F/C/W/T

Surface: Asphalt PCN 100/F/C/W/T


6.9 Altimeter Checkpoint Location and Elevation

Apron 192 ft


6.10 Declared Distances

Runway TORA TODA ASDA LDA Remarks

08L 2565m 3040m 2565m 2243m

26R 2565m 2703m 2565m 2148m

08R 3159m 3311m 3233m 2766m

26L 3255m 3399m 3316m 2831m

08R 2782m 2934m 2856m Take-off from intersection with Hold Golf 1

08R 2931m 3083m 3005m Take-off from intersection with Hold Hotel 1

26L 3142m 3286m 3203m Take-off from intersection with Hold Alpha 1

26L 2897m 3041m 2958m Take-off from intersection with Hold Bravo 1

26L 2464m 2608m 2525m Take-off from intersection with Hold Charlie 1

UK AIP - EGKK AD 2.13 DECLARED DISTANCES

6.11 Removal of Disabled Aircraft

Airlines must have a confirmed contract for aircraft recovery. Aircraft recovery arrangements must be submitted to Gatwick Airport Ltd.

6.12 Rescue and Firefighting Services

RFF Category

Gatwick Airport is RFF Category A10 fire cover during airport operating hours.

6.13 Exemptions None.


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Part E Particulars of the

operating procedures of the aerodrome, its

equipment and safety measures


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Part E – Particulars of the operating procedures of the aerodrome, its equipment and safety measures

7. Aerodrome Reporting

7.1 Aeronautical Information

Permanent information regarding the operating conditions is published in the UKAIP, with temporary information promulgated using UK NOTAMS and the Aeronautical Information Service. The London Gatwick entry in the UK AIP is reviewed on a quarterly basis by the Head of Airside Compliance to identify any items requiring amendment or any additional information which needs to be included. Any identified amendment / addition is submitted to NATS AIS by means of their electronic Change Request Form.

GAL Airside Operations and Airside Compliance subscribe to the Competent Authority system to receive various notifications, including Safety Instructions / Notices.

The Head of Airside Operations is responsible for notifying the Competent Authority of any errors or omissions in the published aerodrome information and of any impending changes in the aerodrome or its facilities likely to affect this information.

Accountability for ensuring the UKAIP is updated lies with the Head of Airside Compliance.

It is GAL policy that up to date, accurate information about the aerodrome facilities and operational state is maintained at all times.

Whenever any of the following conditions occur or can be anticipated and are of operational significance, Gatwick Airport will inform the Competent Authority so that action can be taken to amend the UKAIP and / or to promulgate the change by NOTAM / SNOWTAM.

Changes in the availability of the manoeuvring area and changes in the runway declared distances;

significant changes in aerodrome lighting and other visual aids.;

presence or removal of temporary obstructions to aircraft operation in the manoeuvring area; presence or removal of hazardous conditions due to snow, ice or slush on the movement area;

presence of airborne hazards to air navigation;

interruption, return to service, or major changes to rescue facilities and fire fighting services available; failure or return to operation of hazard beacons and obstruction lights on or in the vicinity of the aerodrome; erection or removal of obstructions to air navigation, and erection or removal of significant obstacles in take-off, climb or approach areas; air displays, air races, parachute jumping, or any unusual aviation activity along with any other information of operational significant


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7.2 Aeronautical Data Surveying

All obstacles at Gatwick are dealt with in accordance with CS-ADR-DSN, Chapter H and J – Obstacle Limitation Surfaces and Requirements. Additional instructions are available specifically dealing with crane operations.

Obstruction surveys are carried out annually. The survey is conducted according to a specification that meets Competent Authority requirements. The survey results are checked and validated by an independent approved surveying contractor. A final review is undertaken by the Airside Operations Compliance Team before being submitted to AIS. A copy of the current survey data is obtainable from Airside Compliance.

8. Procedures for Accessing the Aerodrome Movement Area

8.1 Co-ordination with GAL Security

To meet Department for Transport legislation, GAL Security are required to undertake regular security patrols of the airside security fence boundary during daylight hours, to ensure the security fence is in good condition and no security breaches have been made.

The security fence line check involves driving on the manoeuvring area, therefore all staff carrying out this role must undertake the appropriate training which is delivered by the Airside Operations Training Department.

8.2 Control of Access to the Aerodrome

Entrance gates onto the aerodrome are manned by GAL Security staff or are secured closed at all times. Electronic indicator boards display warning notice to airside users when low visibility operations are in force.

Operating procedures for the control of access to the aerodrome are detailed in a number of GADs issued by both GAL Airside Operations and Security Departments. The Security GAD deals with personnel access “ID Pass Holder Responsibilities” and the Airside Operations GAD “Airfield Driving and Vehicle Operation” deals with the system of Airside Driving Permit (ADP) and Airside Vehicle Permit (AVP) issue.

Third parties operating on the airfield must apply for an Airside Operator’s Licence before commencing operational activities.

It is Gatwick Airport Limited’s (GAL) objective to improve the safety and

environmental performance of all organisations operating on the airfield. To achieve

this, processes are in place to control the number of organisations operating on the

airfield.

Organisations must be in possession of a valid Airside Operators Licence (AOL) or a

Ground Handling Agreement issued by GAL before starting business or operations on

the airfield. Companies who are licensed to operate at Gatwick Airport under a

Ground Handling Agreement or an Airside Coaching Agreement are not required to

hold an AOL.

The AOL is a legally binding document entered into by GAL and the licensee

requiring the licensee among other things to

At all times have the required insurance policies in place.

Only provide those services specified in the AOL.

Only provide services to the company specified in the AOL.


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Limit the numbers of vehicles used by the licensee airside to the number

specified in the licence.

Comply with all Directives and Notices issued by GAL.

Co-operate with GAL to improve safety and environment performance.

The licence must be signed by the Managing Director or a Company Director (who is

an officer of the Company) or the company authorised signatory for Gatwick who has

joined the Gatwick ID Scheme.

AOLs are issued at the sole discretion of GAL. Applicants for a licence must have a contract or a letter of intent to supply a service to an existing airside operator or airline before applying for a licence. GAL may consult with the Airport Operators Committee before issuing an AOL.

During the issuing or renewing process of an AOL, consideration will be given to the applicant's or licence holder's safety and environmental performance.

All submitted documentation and risk assessments must fully and accurately reflect the activities undertaken by the licensee at the time of application and must be amended and revised to reflect significant changes to maintain such accuracy throughout the life span of the licence. GAL will carry out audits against any risk assessment submitted. Companies are responsible for carrying out control measures stated in their risk assessment.

9. Inspection, Assessment and Reporting of Airside Areas 9.1 Communicating with Air Traffic Services

Communication with air traffic services during inspections is carried out by radiotelephony. Prior to commencement of inspections, Airside Operations contact the ATC Watch Manager by telephone, to advise of the areas to be inspected and discuss any operational restrictions.

9.2 Airfield Surface Inspections

A three part inspection process is carried out by the Airside Operations Department, as follows:

Main Aim and Objectives

The Airside Operations Department has the prime responsibility for carrying out inspections and audits of all airfield areas. The main aim of the three tier inspection system employed by Gatwick Airport Ltd (GAL) is to ensure that the highest standards of safety are maintained for all airport users and customers, and that both GAL and ATC are fully aware of the current condition and serviceability state of all its facilities. Additionally the following objectives will be fulfilled by the use of this formal inspection system -

to ensure compliance with the Standards and Recommended Practices of ICAO Annex 14, and the requirements of Regulation(EC) No 216/2008.

to ensure compliance, by all airside customers, with the requirements of Health and Safety legislation and the promotion of the GAL Safety Management System.

to ensure that any failures, unserviceabilities or obstructions that may affect the safety of aircraft and personnel on the airfield are then promulgated appropriately and planned rectification initiated.


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The GAL Airside Operations Three Tier Inspection System

The three tier inspection system at Gatwick has the following main elements –

LEVEL 1 - Routine Inspections are carried out by Airside Operations staff each day, comprising four daylight inspections (first light, late morning, early afternoon, late afternoon and one lighting inspection. These inspections cover the whole of the movement area and zones adjacent to the aerodrome boundary. Details are recorded in the daily watch log

LEVEL 2 - the Detailed Airfield Inspections whereby the taxiways and aprons are inspected in more detail, on foot. Airside Operations staff will carry out this level of inspection. The main runway 08R/26L is also divided into several sections for detailed inspection. This inspection is led by an Airside Operations Manager. All faults noted are detailed on a map / plan of the specific area.

LEVEL 3 - the Airside Operations Management Inspection/Audit carried out by senior management accompanied by an Airside Operations Manager, Airfield Engineering Manager, Lead Civils Manager and Airfield Ground Lighting. These cover all areas and facilities on a planned basis and are formally recorded. The main aim of this level of the system is to take the wider perspective into account and introduce an element of audit to ensure that the other two levels of inspection are carried out to the required standard. Level 3 Audits allow senior Operations management to view the whole airfield on a planned basis four times a year.

The Three Tier Inspection System and the procedures employed to operate it are subject to regular review to ensure that the system benefits from process improvements, technological and other changes which may improve the system.

The inspection system described in this document should enable the highest degree of safety to be maintained for aircraft operations and personnel health and safety. By operating at the three levels GAL will ensure that best practice safety management principles are applied to all its airside areas.

Areas Covered by the Three Tier Inspection System

The total airfield environment is covered by the inspection system and includes:-

all apron/stand areas on the piers, satellite, off-pier and other aircraft parking areas, including equipment parking areas.

all roadways serving stands, taxiways, runways and other associated airfield facilities including the perimeter road.

all taxiways, including rapid access and rapid exit taxiways (RATs and RETs) serving both runways up to each runway/taxiway holding position. Any other area such as compass base and engine ground run areas.

both runways including rapid exit/access taxiways up to the holding positions.

the associated runway strips including the runway end safety areas (RESAs) and the clear and graded areas (CGA).

all airfield ground lighting, signs and markings associated with runways, taxiways and aprons.

all runway approach lighting systems both inside and outside the airfield boundary.

all areas outside the airfield perimeter where hazards may form risks to aviation safety.


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The three tier inspection system and particularly its recording process is designed to enable it to be audited by local GAL management. Audits are carried out by the GAL Airside Compliance Team and the aerodrome certification audit carried out by the Civil Aviation Authority.

Level 1 Inspection Process

Routine Daily Inspections

Level 1 routine daily inspections are designed specifically to provide an overview of the general condition of all airfield areas and facilities. This level of inspection is carried out principally by the Airside Operations Controllers of the Airside Operations Unit. Due to the large areas and distances covered the inspections will necessitate the use of vehicles. All staff carrying out inspections will keep their speed as low as practicable, as the lower the speed the more effective the inspection will be. The inspection will ideally be carried out in one single phase. However it is accepted that other operational priorities may take precedence. The results of the routine inspection will be recorded in the Airside Operations watch log. Details of unserviceabilities or hazards are to be promulgated to all customers and users of the airfield area through essential aerodrome information via ATC (ATIS and / or NOTAM) Inspection teams are briefed to note and report anything which may affect the serviceability and safety of the areas being inspected.

Runways - Inspection teams will check the following:

- the general condition of the runway strip, RESA, and CGA - the general runway condition including cleanliness, rubber build up and pit/drain covers - no FOD is present, if found removed immediately or close runway - damage to the friction course particularly cracking, spalling and loose joint seal - runway signs and paint markings for damage, wear and conspicuity - the physical condition of all PAPI units and Runway Guard Bars - the general security of runway lights and flush wing bars - the general drainage on and around the runway particularly any standing water - any obstructions infringing the runway strips and its safeguarded surfaces are marked/lit - work in progress is safely controlled and at the correct distances from runway centrelines - the condition and conspicuity of all windsleeves for day/night operations

Inspections are carried out to a minimum of four times per day typically: - a first light inspection prior to daytime operations - a mid morning inspection - a mid afternoon inspection

- a last light inspection prior to night operations

In addition to the above inspections, Airside Operations also carry out the following checks: - an evening runway lighting inspection

- a midnight multi - vehicle surface inspection - a mid morning observation check by bird controller - a mid afternoon observation check by bird controller

Taxiways and Taxilanes - Inspection teams will check the following-

the cleanliness of the pavement surfaces particularly with regard to ingestion hazards


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- the condition of the pavement particularly cracking,debris, break up and spalling - all taxiway signs and paint markings for damage or wear - any obstructions and excavations that affect the taxiway strip - all work in progress on or adjacent to the taxiway system - any mud-pumping, ponding or water-logged areas - the general security of taxiway centreline and/or edge lights - the general condition of storm drains, manhole covers etc - the state of the grass edge including markers, grass length, wheel ruts and waterlogging

Grass Areas - Inspection teams will check the grass areas as part of the runway, taxiway and apron inspections and will take into account the following:

- the general condition of the vegetation, particularly any areas of blast erosion - the grass length and the amount of weeds - any long grass obscuring light or signs - any areas of ponding or water-logging - any excessive depressions or aircraft wheel tracks - any excessive difference in levels between grass and pavement surfaces - all items of FOD either removed or reported - all work in progress areas

Aprons and Stand Areas - Inspection teams will check the following-

- the general apron surface condition and any pavement damage or break-up - apron cleanliness particularly fuel/oil spillages, debris and FOD - the cleanliness and clarity of all paint markings and signs - any incorrect parking of aircraft, vehicles, equipment, passenger loading bridges

etc - any works in progress for general compliance with local instructions

Airfield Lighting

Approach lighting - 08R/26L approach lights (including all CAT 3 supplementary systems) are inspected once a week and are checked for outages, circuit unserviceabilities and gross misalignments. Any serious problems are reported immediately to GAL Airfield Engineering.

Runway lighting - Runway 08R/26L lighting will be checked as soon as practicable after the lighting has been switched on. Individual light outages and circuit failures will be reported to engineering. During the runway lighting inspection a check will also be made of all airfield obstruction lights.

Taxiway lighting - During the night period all taxiway lighting will be inspected generally and will include all centrelines, edge lights, stop bars, runway guard bars and lead on/lead-off lights. Any failures are reported to the Fault Centre and Airfield Ground Lighting.

Apron lighting - During the night period all apron lighting will be inspected and any failures and outages reported.

Zones Outside the Airport Boundary

A cursory inspection of the areas adjacent to and surrounding the airport boundary will be made to check that there are no obstructions affecting safeguarded surfaces particularly in the approach and departure tracks of each runway. Items such as cranes should be dealt with immediately. Any agricultural activity that may attract heavier concentrations of birds to the vicinity of the airfield should also be noted and reported.


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Routine Airfield Sweeping/Cleaning Programme

A high standard of pavement cleanliness will be maintained at all times and a daily programme of mechanical sweeping of all stands will be undertaken. The routine programme can be interrupted at any time should any urgent sweeping be required as identified through the routine Level 1 airfield inspection process. A programme of litter picking and general FOD clearance will also be undertaken each day by the Airside Operations Support Team section of the Airside Operations Department. A stand scrubbing programme will also be carried out at regular intervals so that surfaces do not become slippery or greasy and cause a hazard to personnel, vehicles or aircraft.


Detailed Daily Inspections

Level 2 inspections are far more detailed checks of the condition on the full movement area and its associated facilities than are carried out at level 1. The level 2 inspections are carried out on foot thus enabling a far more comprehensive assessment to be made.

Within the level 2 process the total airfield area (excluding runway 08R/26L) is divided up into zones, with one zone being inspected in detail each day. The level 2 inspections can be carried out at a time on each day that best suits the stand demand, runway in use or other operational requirements. The inspections are carried out by x 2 Airside Controllers. Depending on the area being inspected it may be necessary to provide RTF cover by a leader vehicle. Runway 08R/26L has a separate detailed inspection system. The areas covered by the level 2 detailed inspections are as follows:-

Runways - the main runway 08R/26L is inspected in detail 4 times per year. The runway is divided up into 100m sections and dependant upon the movement rate on the day of the inspection a number of 100m sections are checked. The inspection is led by an Airside Operations Manager. The runway will be checked for the following:-

Surfaces - The full length and width of the runway is inspected during the cycle. The inspection team are briefed to note and record cracks, spalling and general break-up and any other surface failure particularly if there are signs of debris or material issuing from these areas. Particular attention will be paid to the touchdown zones and those other areas that are highly trafficked by aircraft. The touchdown zones will also receive particular attention to assess the degree of rubber build up that may affect the runway surface friction co-efficient. Attention will also be given to Rapid Exit Taxiways (RETs) and Rapid Access Taxiways (RATs).

Signs, markings and lighting - All signage along the runway will be checked for general conspicuity and damage with a physical check of all foundations and anchorage points. All runway markings will be checked for conspicuity, particularly in the touchdown zones where rubber deposits may have blackened certain markings. A selection of light fittings will be checked for general safety particularly with regard to fixing nuts.

Runway strip - The area surrounding the runway, including the Strip, Clear and Graded Area (CGA), and Runway End Safety Area (RESA) will also be checked. Attention will be given to its general bearing strength, the nature of the surface, any obstructions that should be frangible and delethalised and any other features that could cause damage to an aircraft should it overrun into these areas.

Runway Approach Light Systems - In addition to the runway surface inspection process, twice a year, each full approach lighting system, its cables, light fittings, masts and other support structure will be checked for its general safety and serviceability by a physical check on foot. During the lighting check a general


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assessment of the lighting pattern will be made and any outages or gross misalignments noted and reported. Taxiways - The airport’s taxiway system, for detailed inspection purposes, form part of this cycle. The detailed inspections are carried out by x 2 Airside Operations Controller each day at a time dictated by traffic movements, runway in use etc., one section of the taxiway / apron area will be inspected on foot and all defects noted on a specialised map / diagram of the area. The taxiways are checked for the following -

Surfaces - All taxiway surfaces including any hard shoulders will be checked. Surfaces will be inspected for cracks, break-out and other deterioration. Signs, markings and lights - All taxiway paint markings will be checked for conspicuity and any repainting noted. All signs will be checked for their conspicuity and stability particularly where they may be affected by jet blast. A selection of taxiway light fittings will be selected and checked for securing nuts and general security.

Surrounding areas - All taxiway strips and associated grass areas will also be checked for their general safety particularly with regard to obstructions and surface conditions in a similar way to the clear and graded area of the runway.

Aprons and Stands - The airports aprons and stand areas, for detailed inspection purposes, form part of this cycle. Airside Operations Controllers will carry out the inspection and note all defects on a specialised map / diagram of the area. All aprons and stands will be checked for the following:

Surfaces - All aprons, stands and associated equipment parking areas will be checked for surface break-up particularly where debris and FOD is being created.

Signs, markings and lights - All surface paint markings associated with aircraft manoeuvring and parking will be checked for conspicuity and any re-painting requirements noted. Additionally, all signs, markings and lights associated with the Stand Entry Guidance (SEG). Information and Emergency signs will be checked for general conspicuity and functionality. All emergency telephones will also be checked for serviceability.

Surrounding areas - All service roads and equipment parking areas supporting each stand will also be checked for general serviceability and condition particularly where the surface may cause damage to vehicles or injury to passengers or personnel. These areas will also be checked for general cleanliness and parking discipline.


Management Inspections and Audits

The level 3 management process is essentially an audit of the level 2 detailed inspections

and it also ensures that Senior Operations Management, Airfield Engineering Manager and Lead Civil Management are fully involved in the overall airfield inspection process. The level 3 process is carried out on a weekly basis and it divides the aprons, stands and taxiways up in such a way that each area is audited / inspected 4 times per year. The audit team log their findings on special report forms and each area is given a score. Any major problems that are found are reported immediately as the Airside Operations Manager accompanies the audit team.

Prior to the level 3 inspection a check will be made of the previous level 2 detailed inspection report of the particular area. This will allow Senior Operations management to audit the detailed inspection for content.


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Twice a year the Senior Operations Management, Civils, Engineering management team will walk the full length of runway 08R/26L. This will allow managers to keep an up to date working knowledge of the condition of the runway. This inspection will be recorded and photographs taken where appropriate. This bi-annual inspection will also allow an audit of the detailed level 2 inspections of the runway to be carried out.

The information collected will be used by GAL to monitor the runway surface conditions along with the runway friction coefficient to predict when resurfacing will be required or remedial action taken.

In addition to the runway inspections there will be a twice yearly physical inspection of the runway approach light systems. This inspection will check for the general security and light output of each system.

All level 3 management inspections are undertaken on foot and are co-ordinated with ATC through the Airside EHS Lead who also attends the inspections. The pro-formas filled out as part of the level 3 inspections are kept in the Airside Operations building and are auditable by the CAA and GAL Airside Compliance Team.

The three tier inspection/audit system described above will allow GAL Airside Operations to maintain a high degree of safety on the movement area for aircraft and personnel health and safety. By operating at the three levels GAL will ensure that safety management principles are applied to its airside areas.

Assessment of Runway State and Measurement of Braking Action

The inherent friction characteristics of a runway surface deteriorate slowly over a period of time, but the friction of a runway surface and thus the braking action can vary significantly over a short period in wet conditions depending on the actual depth of water on the runway. Also, long term (six monthly) seasonal variations in friction value may exist. The consequence of a combination of these factors is that no meaningful operational benefit can be derived from continually measuring the friction value of a runway in wet conditions. In the context of these paragraphs a ‘wet runway’ covers a range of conditions from ‘damp’ to ‘flooded’ as described below. It does not include ice or runways contaminated with snow, slush or water associated with slush.

Paved runways of 1200m and longer at Civil Aerodromes licensed for public use have to be calibrated, to ensure that the friction characteristics of a runway surface, are of a quality to provide good braking action in wet conditions. Accordingly runway 08R/26L and 08L/26R have been calibrated by Airside Operations factory trained staff in accordance with EASA ADR.OPS.C.010 using CAP 683 for guidance.

The runway state shall be closely monitored, assessed and reported when water based

contaminants are present. It is essential to provide a current indication of the nature of any water based runway contaminants, their amounts and the effect on aircraft braking action. Assessment of runway state and measurement of braking action responsibility rests with Airside Operations.

If the friction level deteriorates to a calibration value of 0.50 or less, the runway will be

notified as ‘liable to be slippery when wet’. Periodic monitoring tests, as required by EASA ADR.OPS.C.010 using CAP 683 for guidance, are conducted using an ASFT Mark 4 Airfield Surface Friction Tester.

The presence of water on a runway is reported using the following terms: DAMP - the surface shows a change of colour due to moisture. WET - the surface is soaked but no significant patches of standing water are visible. WATER PATCHES - significant patches of standing water are visible.


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FLOODED - extensive standing water is visible.

When a runway is reported as ‘DAMP’ or ‘WET’, subject to any notification to the contrary, pilots may assume that an acceptable level of runway wheel braking friction is available. When a runway is reported as having ‘WATER PATCHES’ or being ‘FLOODED’, wheel braking may be affected by aquaplaning and appropriate operational adjustments should be considered.

Pavements in Winter Operations

During winter conditions it is essential that extreme care is taken to avoid having runway and other movement area surfaces contaminated by snow and ice. If the formation of ice is considered likely, frequent inspections of the movement area will be undertaken using friction measuring equipment where required. GAL is equipped with ASFT Mark 4 Airfield Surface Friction Tester. In addition information is provided by ice detection equipment installed in Airside Operations, which is connected to a detection probe installed on the runway.

Measurement of braking action is carried out by Airside Operations when the following conditions occur:

a) In inclement weather whenever runway conditions have changed significantly. b) After the runway has been cleared of snow. c) After the application of de-icing chemical. d) If the braking action has been reported by aircrew as less than good, if this has not

already been promulgated. e) In the event of a landing or overrun incident where braking action could have been

a significant factor. The results of all braking action checks are passed to the Airside Operations Manager

and recorded in the Airside Operations Watch Log. De-icing medias are used at Gatwick Airport to remove or combat ice formation on the movement areas. The main medias in use are Clearway 6, Eco 2 and Konsin. Airside approved grit is used on walkways and roadways. Salt is NEVER used on the aerodrome. It is GAL’s policy to ensure that the effects of aerodrome operations on the surrounding environment are minimised. Accordingly, the minimum amount of media is used to maintain safety and procedures are in place to apply this media in varying concentrations depending on the conditions. In order to ensure maximum availability of meteorological information, GAL subscribes to an industry approved forecasting system which provides detailed weather information and predictions of surface conditions and temperatures. The Airside Operations Manager is responsible for initiating de-icing or anti-icing action which is carried out by Airside Operations. All applications of de-icing media are recorded in the Airside Operations Watch Log (or the Snow / Ice Log which is brought into use when the Snow Plan is in operation). The current Gatwick Adverse Weather Plan details the procedures and processes for operations in adverse weather conditions and is distributed annually by Airside Operations.


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9.3 Inspection Intervals

Type of Inspection Inspection / Interval Reporting Results

Level 1 designed specifically to provide an overview of the general condition of all airfield areas and facilities.

Daily Recorded in Airside Operations Daily Log. Details of unserviceabilities or hazards are promulgated to all customers and users of the airfield area through essential aerodrome information via ATC (ATIS and / or NOTAM).

Level 2 the total airfield area (excluding runway 08R/26L) is divided up into zones, with one zone being inspected in detail each day.

Detailed daily Any defects are recorded on a specialised map / diagram of the area

Level 3 Senior Management audit of the Level 2 detailed inspections

Weekly The audit team log their findings on special report forms and each area is given a score. Any major problems that are found are reported immediately as the Airside Operations Manager accompanies the audit team.

10. Inspection and Maintenance of Visual and Non-visual Aids

GAL Airside Engineering has a planned programme of maintenance

Obstacle lighting both on airport and off airport (blast screens, environmental bank, buildings, hazard beacons) is maintained by the Airfield Ground Lighting team. Routine inspections are undertaken by the Airside Operations team with any defects being reported to the Airfield Ground Lighting team for rectification.

The lighting of runways 08R and 26L at Gatwick is precision approach Category III.

The lighting scale of runways 08L and 26R at Gatwick is scale L3.

The lights are inspected by Airside Operations and faults reported to Airfield Ground Lighting team for rectification action.

Flight inspections are carried out every 6 months for the main runway (08R/26L) and every 12 months for the northern runway (08L/26R) by an approved flight check operator.

Inspection of all runway lighting is carried out as soon as possible after the lighting has been switched on. All faults are reported to on a standard form and if the fault is a major one, the Airfield Ground Lighting team are immediately informed. In general, runway lighting repairs take priority over other work. The Airside Operations Manager initiates NOTAM action in the event of major defects, the Certification Authority being advised if these are likely to be long term.

The centreline, runway edge and touchdown zone lighting are photometrically checked monthly and fittings replaced if required.

ATC Engineering section has a planned programme of maintenance. Although this programme is flexible within narrow limits, any postponement of a maintenance period may disrupt the whole programme.

If for any reason the Watch Manager considers it necessary to postpone maintenance, details are to be recorded in the ATC Watch Log.


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Whenever an engineering facility is reported to be faulty by a pilot and, notwithstanding satisfactory ground reports, the pilot of a subsequent aircraft confirms the fault, the DEO, after consultation with the Watch Manager, will decide on one of the following actions:

To retain the facility in operation as fully serviceable To retain the facility in operation with specified limitations To withdraw the facility from service

11. Inspection and Maintenance Procedures for Aerodrome Equipment

Gatwick Airport use the following electronic system to manage the inspection and maintenance of its assets:

MAXIMO – Gatwick Airport’s CMMS (computerised maintenance management system). Accessed by over 300 users and holds around 120,000 asset records. Tracks thousands of inventory parts moving between supplier, central and forward stores. Schedules 30,000+ frequency based planned maintenance records. Planned maintenance is entered into the system by a team of planners.

Planners ensure that maintenance schedules comply with regulations and asset stewardship procedures and keep asset records up-to-date. Resources such as technicians, contractors and spare parts can then be in place to carry out the planned maintenance at the correct times to keep assets in good working order. Engineering faults are reported and entered into the Work Order application to be routed to a technician. The technician can then visit the fault to make a repair. Technicians use Maximo to record time, problems, causes and remedies. Any consumed spare parts are booked against the work order record. Enabling accurate failure, downtime, data, problem, asset trending. Planned Maintenance Planned maintenance activities fall into three categories: Periodic – necessary to ensure the reliability or to sustain the design life of an asset. Predictive – condition monitoring activities used to predict failure. Preventive – maintenance that can be initiated without routine or continuous checking (e.g. using information contained in maintenance manuals or manufacturers’ recommendations) and is not condition- based. Condition-Based Preventive Maintenance Preventive maintenance initiated as a result of knowledge of an items condition from routine or continuous monitoring. Condition Monitoring Continuous or periodic inspection, assessment, measurement and interpretation of the resultant data, to indicate the condition of a specific component so as to determine the need for some preventive or remedial action. Corrective Maintenance The remedial actions performed as a result of failure, to restore an item to a specified condition. Corrective maintenance may or may not be programmed. Critical Assets Assets for which the levels of service to customers, financial or business consequences of failure are sufficiently severe to justify proactive inspection and rehabilitation. Critical assets have a lower threshold for action than non-critical assets

12. Maintenance of the Movement Area

Construction, maintenance, surveys and repair work is carried out on the Movement Area (all areas used for the movement of aircraft including runways, taxiways, and aprons and associated grass areas) and other external airside areas at Gatwick Airport by day and night. The safety of those working on maintenance, construction or repairs airside at Gatwick Airport


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is governed by the "Safety Instructions for those carrying out work airside" issued by Airside Operations, Gatwick Airport Limited (GAL).

All contractors working on GAL or commercial assets for repair, alteration or improvements, should apply for Work Requests through the P2W system before starting works on site. This is in addition to the requirements laid out below.

Requests to carry out works on the airfield in the first instance should be made to the Airside Projects Integration Lead or Airside Projects Approvals Lead.

Permit to Work (P2W)

The P2W Work Request is a web based tool that provides the airport with increased control and management of those Environmental, Health and Safety risks presented by contractors working on commercial or GAL assets. Briefly, it identifies work type, start/stop time, location, people, competencies, risk and method statements, change control and hazardous activities permits.

The only contractors who will be exempt from applying for P2W Work Requests will be those working within the control of the GAL Capital Projects Team (where construction sites are secure and completely hoarded off and generally managed under the statutory control of the CDM regulations), and those contractors servicing the operational requirements for aircraft, delivering supplies or contract cleaning.

Aerodrome Areas Concerned

All works which are to be conducted in external airside areas to infrastructure and fixed facilities must be approved in advance by GAL Airside Operations. This includes interior building works which may affect external airside areas i.e. due to the location of a skip, contractor's compounds, painting and vehicle parking etc. Internal building works which do not affect external airside areas are exempt. In addition, any works landside in areas where approach lighting is installed must also be approved in advance by GAL Airside Operations. There are other areas which may be under the control of Airside Operations and the Airside Projects Integration Lead or Airside Projects Approvals Lead should be consulted in the first instance.

Airfield Works Scheduling Meeting

This group meets on a weekly basis and discusses and plans all forthcoming works in progress on the movement area. The meeting is chaired by GAL Airside Projects Team with other attendees being from the various GAL departments, the contractors, Air Traffic Control.

Longer term projects which require permanent changes to layouts and facilities or long term closure of facilities must, in the first instance, be brought to the attention of the Airside Projects Integration Lead or Airside Projects Approvals Lead. Works of this nature may require the prior approval from external organisations such as the Competent Authority and ATC and the production of various Airfield Works Instructions and other communications. This will require several months' notice.

Management of Airfield Works and Notice Periods

Following attendance at the Airfield Works Scheduling Meeting or communication with Airside Engineering Civils Manager/Airside Projects Integration Lead and subsequent approval; all requests for airside works should then be directed to the Airside Operations Control Room or the Airside Control Lead (ACL), giving full details of the work proposed, 24 hours in advance or the last working day before the start of works. A Daily Airside Works Permit will then be generated. This is in addition to any permit application or approval gained through the Permit to Work (P2W) process. This also includes works by Capital Projects that take place outside of any marked works compound.


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Some minor short term minimal impact works can be arranged direct with the ACL and agreed at the ACL's discretion including notice period and duration. The ACL may in turn discuss any request with the Airside Operations Manager (AOM) but will communicate any outcome direct.

The minimum notice period for longer term works which affect airside areas, not including longer term works requiring external approval and consultation as mentioned above, is two weeks to allow adequate provision for the assessment of effects on airside operations, air traffic control and the issue of relevant notices.

The only exceptions to the above are urgent and essential repairs.

Daily Airfield Works Permit

The supervisor or sponsor of any airside works must be in receipt of a Daily Airfield Works Permit before any work can start.

Details of the proposed works should be notified to the Airside Control Lead (ACL) or Airside Operations Control Desk by 16:00L on the last working day before the works are due to be carried out.

All permits are authorised by the ACL who will enter on the permit the conditions applicable to the works which must be adhered to at all times.

Before work commences the permit must be collected from GAL Airside Operations by the supervisor, sponsor or competent person with good knowledge of the works, who will ensure that the works operator is fully briefed and equipped for the work to be undertaken.

Any changes to the plan of works or original agreements must be communicated as soon as possible to the ACL.

When work is completed the works operator must inform GAL Airside Operations who will carry out an inspection or take the necessary action to restore the area to normal operations, or ensure that it is safeguarded.

Further details concerning Works Authorisation Permits may be found in the "Safety Instructions for those carrying out work airside" document.

Responsibilities

GAL Airside Operations is responsible for some or any of the following where appropriate:

Issuing the Daily Airfield Works Permit and briefing the works supervisor concerned.

Co-ordinating any closures and diversions required including obtaining ATC clearance, if appropriate, before work starts.

Specifying and supplying the leader/follow-me cover to be provided and making arrangements for any radiotelephone or visual communications to be used.

Briefing the supervisor on the permitted working hours and the layout, protection, marking and lighting of the works area by day and night.

Specifying the vehicle and pedestrian access routes to be used.

Specifying and briefing any 'look-out' arrangements.

Briefing the supervisor on the conditions and arrangements for withdrawal of the works if applicable.

Checking any temporary diversion of the airside road system when it has first been set up.

Inspecting any area where work has been completed and taking the action required to restore normal operations.


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The works operator is responsible for the following:

The attendance of the works supervisor at GAL Airside Operations to receive the Daily Airfield Works Permit and be briefed on the operational safety aspects of the works.

Ensuring that all airside safety and personnel safety rules are complied with.

Ensuring strict compliance with all instructions given in respect of the Daily Airfield Works Permit.

Providing all the materials, signs and lighting for the works area. Barriers and lights used for short term and urgent closures on the Manoeuvring Area (areas provided for take-off and landing and surface movement of aircraft excluding aprons and maintenance areas) will be provided by GAL Airside Operations when necessary. Long term work sites must have appropriate fences and lighting as per Airside Planning Technical Standards, and all such fencing and marking must be supplied by the contractor.

Preventing FOD debris and rubbish being deposited or left airside.

Advising GAL Airside Operations when work is completed.

Obtaining Airside Driver Permits and Airside Vehicle Permits for all necessary personnel, vehicles and equipment. The GAD entitled "Airside Driving and Vehicle Operation" refers.

Arranging a contractor's safety briefing with the appropriate GAL representative where appropriate.

Producing method statements, risk assessments and other permits through P2W

Designing and setting up any temporary diversion of the airside road system in accordance with Chapter 8 of the Traffic Signs Manual (Highways Agency) and Airside Technical Standards.

Manoeuvring Area

Some contractors such as grass cutters are trained and authorised to operate independently on the Manoeuvring Area with radiotelephone communications. Daily Airfield Works Permits are required to ensure proper coordination and safeguarding of their activities. ATC clearance must also be obtained before their operations can start and any permits issued.

Additional permits required from GAL Engineering for hot works, excavation works, working in confined spaces and Change Control approvals are subject to the P2W process.

Instrument Landing System Critical Area

Strict control, ATC approval and Daily Works Permits are required to ensure proper coordination and safeguarding of any activity in these areas and before works start. ATC Engineering approval may also be required.

12.2 Overload Operations

The aerodrome taxiway system does not have any overload operations.

13. Aerodrome Works

13.1 Co-ordination and Planning of Aerodrome Works

At the start of any project/concept, it is GAL policy to ensure that an airside operational input is given. This will ensure that any development will be in accordance with the Competent Authority and EASA requirements.

Before any such project or development is financially approved, the GAL process requires the approval of the Head of Airside Operations, or his appointed


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representative, thus ensuring that any project or development meets the requirements of the aerodrome certificate. An Airfield Works Scheduling meeting is held on a weekly basis and discusses and plans all forthcoming works in progress on the movement area. The meeting is chaired by GAL Airside Operations, with other attendees being from the various GAL departments, Contractors, Air Traffic Control and the GAL Airside Operations Project Team. General Advice Notices are issued by GAL to advise the airside community of aerodrome works.

13.2 Communication with Air Traffic Services during Aerodrome Works.

A weekly works instruction is issued by Air Traffic Services detailing the programme of works being carried out on the aerodrome. Airside works permits are authorised by GAL Airside Operations to facilitate the works taking place on the aerodrome.

Communication with air traffic services during aerodrome works is carried out Airside Operations as required.

14. Procedures for Apron Management

14.1 Transfer of Aircraft between ATC and Apron Management Unit

Intentionally left blank – Gatwick does not have an apron management unit.

14.2 Allocation of Aircraft Parking Positions

The Flow Operations team are accountable for:-

The arrival and departure of Air Traffic Movement (ATM) flow, stand planning and aircraft turn performance.

Responsible for runway throughput and on-time performance, including winter and adverse operations.

Ensure the safe throughput of aircraft movements by liaising with the Operations integrators, ATC, Handling Agents, AFS, AAIB, Meteorological Offices, Airlines, Police and the GMC Leader during periods of adverse weather, equipment serviceability, incidents and emergencies and any other major disruption.

14.3 Aircraft Engine Start and Pushback

Ground crews must ensure, as much as reasonably practical, that during engine start

up, the area immediately behind the stand is clear of aircraft, staff, passengers,

vehicles and equipment. Ground crews should notify their flight crew of any hazard

that could result from the starting of engines.

Gatwick Airport Directive – GAD – Standard Aircraft Pushback Procedures - provides

details for tug drivers of the standard pushback procedures to be adopted by aircraft

pushing back from stands at Gatwick Airport. These procedures have been agreed with

ATC.

14.4 Aircraft Marshalling

The marshalling of aircraft will only be undertaken by fully trained, competent and authorised GAL Airside Operations staff.

GAL Airside Operations staff have sole responsibility for marshalling aircraft on the manoeuvring area and for the turning of aircraft onto stand.


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Internationally recognised signals will be used and marshalling will be carried out using bats or illuminated wands during low visibility and at night.

In order that they may be clearly identified as Marshallers, Airside Operations staff will wear approved high visibility clothing and should ensure that they remain within the pilot’s vision at all times.

“Follow me” Service

Airside Operations vehicles can be used for guiding aircraft to their parking position. The vehicles are equipped with signs, easily visible at day / night, reading “Stop” and “Follow Me.”

They are equipped with two-way radios for communications with ATC / or base frequencies for routing to stand.

The vehicle is driven at a steady speed for aircraft to follow.

15. Procedures for Apron Safety Management

15.1 Protection from Jet Blast

The Gatwick Airport Directive - GAD – Aircraft Blast - informs all flight and ground crews

of the hazards that may result from aircraft blast and fumes. It describes procedures

that are intended to reduce the risk of damage to buildings, aircraft and equipment and

injury to staff and passengers in the aircraft movement area.

15.2 Safety Precautions During Aircraft Refuelling

The Gatwick Airport Directive - GAD – Fuelling of Aircraft – sets out the safety precautions during aircraft refuelling operations.

Supervision of fuelling

General Precautions Prior to and During Fuelling Fire Extinguishers Hydrant Refuelling and Emergency Stop Buttons (ESB) Clear Exit Paths Fuelling Safety Zone

Aircraft with Passengers on Board and Embarkation / Disembarkation During Fuelling Fuel Spillages Fuelling of Aircraft Inside Hangars

15.3 FOD Prevention

Foreign object damage’ or ‘foreign object debris’, both abbreviated to FOD, are a potential source of catastrophic damage to aircraft - particularly engines. FOD can also be a tripping or slipping hazard resulting in injury to personnel and passengers.

The Gatwick Airport Directive - GAD – Foreign Object Debris (FOD) – sets out measures for FOD prevention.

A high standard of pavement cleanliness will be maintained at all times and a daily programme of mechanical sweeping of all stands will be undertaken. The routine programme can be interrupted at any time should any urgent sweeping be required as identified through the routine Level 1 airfield inspection process.

A programme of litter picking and general FOD clearance will also be undertaken each day by the Airside Operations Support Team section of the Airside Operations Department.


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A stand scrubbing programme will also be carried out at regular intervals so that surfaces do not become slippery or greasy and cause a hazard to personnel, vehicles or aircraft.

15.4 Monitoring Compliance of Personnel Safety Procedures

The Gatwick Airport Directive - GAD – Airside Safety Training - sets out the need for a safety training policy and details of the initial airside safety training requirement for all staff working in apron areas including all airside roads and the manoeuvring area at Gatwick Airport. All airside employers must ensure all airside employees receive a safety briefing prior to gaining access to the apron and manoeuvring area.

Airside Safety Training Policy

Gatwick Airport Ltd seeks continuous improvement in airside safety through its’ Airside Safety Management System. Training is an essential part of the system, ensuring that all airside employees are competent to carry out the tasks required by their employer. Additionally, all employers have a responsibility to train their employees under requirements set out in the Health & Safety at Work Act 1974 and associated regulations. The Competent Authority, who seek to ensure the safety of aircraft at aerodromes, also require that all employees working in or around aircraft are competent to do so.

Working within the airside environment has unique hazards. An airside employer’s safety training must address these in addition to the normal safety training requirements. Many of the hazards encountered on the apron are shared by all or most airside employees and employers. Therefore, for the safety of employees, passengers and aircraft, a policy and standard on airside training is necessary.

The basis for common standards of safety training is a policy that all airside employers seek to implement. The following is the policy for airside employers at Gatwick Airport.

All airside employers must, through training, provide airside employees with the skills and competencies to work safely and effectively whilst carrying out their tasks on the airport. This means:-

Ensure a safety briefing is given prior to gaining access to the apron and manoeuvring area

Individually and in co-operation with other airport users, identifying skills and competency requirements through training needs and risk assessment

Developing training programs in co-operation with employees and other airside employers

Delivering appropriate training in a timely fashion

Regularly reviewing the effectiveness of the program

GAL will assist achieving the policy as follows:-

With the assistance of other airside employers, identifying common training needs and standards

After consultation with airside employers, set training standards for commonly held risks, e.g. airside driving and basic apron safety training

Publishing standards as Gatwick Airport Directives


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Distributing the Gatwick Airside Operations monthly Aerodrome Safety Oversight report.

Increasing awareness through consultation groups, seminars, posters, etc

Auditing airside employers training programmes and records

Reviewing with airside employers the results of the audits, both individually and with the consultation groups the overall achievement

Airside employers must, through a process of risk and training needs assessment, develop their own training plans, programs and training sessions; keep the training needs under review and record all training.

Common training needs can be provided from sources external to the airside employer. These may be either other airport companies or professional training organisations. Advice on safety training assessment, delivery and recording is available from GAL Airside Operations. There are training packages and organisations available to provide training. GAL and other organisations are able to give advice on these.

Auditing

GAL will audit airside employers’ safety training processes to ensure compliance with this policy.

16. Vehicle Control on Operational Areas

Full details of the requirements for both airside vehicles and drivers are contained in the GAD - ‘Airside Driving and Vehicle Operation’, and its supporting guidance document, the Airside Driver Manual, which is an attachment to the Aerodrome Manual.

The driver training policy and manual has been developed using best practice guidance from the following documents and publications,

• CS-ADR-DSN • CS-ADR-AMC • Air Navigation Order: The Order And The Regulations • The Gatwick Airport - London Byelaws 2009 • Manual of Air Traffic Services Part 1 and 2 • CAP 168 – Licencing of Aerodromes Guidance Doc • CAP 637 – Visual Aids Handbook Guidance Doc • CAP 642 – Airside Safety Management Guidance Doc • CAP 700 – Operational Safety Competencies Guidance Doc • CAP 790 – Requirement for an Airside Driving Permit Guidance Doc • EAPPRI – European Action Plan for the Prevention of Runway Incursions

Drivers that are also required to operate on the manoeuvring area undergo additional training by GAL Airside Operations or accredited third party trainer.

17. Wildlife Hazard Management

The aim of wildlife hazard management at Gatwick is to maintain, as far as is reasonably practicable, a bird and animal free airfield. The Airside Operations Lead is responsible for ensuring bird strike management is carried out in accordance with EASA ADR.OPS.B.020

using CAP 772 for guidance and the Wildlife Habitat Control Management Plan. Wildlife

control duties are carried out by the Airside Duty Team H24.

GAL uses the standards below to control birds on and around the aerodrome in accordance with EASA ADR.OPS.B.020 using CAP 772 for guidance.


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Wildlife Habitat Control Management Plan (WHCMP) – The WHCMP defines and implements the appropriate bird control measures to reduce and mitigate the risk and is the responsibility of the Airside Operations Lead.

Birdstrike Hazard Map - A bird hazard safeguarding map is maintained. This is based on an Ordnance Survey map and highlights the assessed local hazards and also shows on a wider scale such sites as landfills, gravel extraction, and water bodies.

Local Bird Hazard Management Working Group - The group meet quarterly to discuss bird strikes, habitat management issues, risk assessments, and training issues. The group also track recommendations/action points from audits. The group have standard terms of reference and the members include airside operations, landscape managers and grass management contractors and any other individuals concerned with bird hazard management.

UK CAA Birdstrike Committee – Gatwick Airport has representation on this Committee.

All Airside Operations personnel who carry out bird hazard management duties are trained and hold a firearms certificate which must be revalidated every 5 years.

The authorisation (The Firearms Act 1968 – Section 5) is held by the Head of Airside Compliance.

All staff attend an approved bird hazard management training course and to ensure competency, periodic refresher training is undertaken in the use of firearms, bird hazard management operations and local ornithology. Comprehensive records are kept of all bird control activities and firearms training and assessments.

All vehicles involved in bird hazard management activities are suitably equipped and maintained.

Wildlife Patrols are carried out to ensure that:

the presence of birds and animals on the airfield and in the surrounding area is minimised. an environment not conducive to the presence of birds is created. birds on the airfield are detected and dispersed. warning can be passed to aircraft and ATC about the presence of flocks of birds on the airfield. the formation of night roosts is prevented.

Bird patrols are carried out across the active airfield. All areas are patrolled, with emphasis rather than concentration being on the active runway.

Bird Hazard Assessment / Warning

Bird hazard assessment is carried out via the tactical bird patrols and strategic analysis by the Bird Co-ordinator and Operations Management. Air crew are warned whenever the presence of birds in large numbers is thought to constitute an immediate hazard. This is done by informing Airside Operations or ATC by radio, this warning then being passed on to aircraft directly or via ATIS.

In the event of a prolonged infestation of birds on or immediately adjacent to the airport NOTAM action may be taken to warn air crew of the hazard. This should only cover periods of short to medium duration and will be cancelled when the hazard ceases to exist.

All wildlife strikes or suspected strikes are investigated and reported immediately by Airside Operations or ATC. An electronic Wildlife Strike Occurrence Form (CAA Form 1282) is completed online via the CAA website by Airside Operations on all occasions where there is a confirmed or unconfirmed strike.


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18. Obstacle Control and Safeguarding

18.1 Obstacle Control

A cursory inspection of the areas adjacent to and surrounding the airport boundary will be made to check that there are no obstructions affecting safeguarded surfaces particularly in the approach and departure tracks of each runway. Items such as cranes should be dealt with immediately. Any agricultural activity that may attract heavier concentrations of birds to the vicinity of the airfield should also be noted and reported.

Gatwick Airport Limited (GAL) must ensure that all temporary obstacles on and around the airport, such as mobile or tower cranes and other tall construction equipment, do not endanger aircraft in flight, nor interfere with any visual aids or radio aids to Air Navigation. Note: tall construction equipment includes piling rigs, manlifts, concrete pumps, mobile lifting platforms, etc.

Gatwick Airport Directive – GAD – Procedure for the Approval of Cranes and Other Tall Construction Equipment – describes the approval process and requirements for operating this type of equipment.

Obstacles are controlled and monitored in accordance with the requirements of CAP 232 – Aerodrome Survey Information.

An Obstacle survey is carried out annually.

Where there is a change to the current obstacle data published in the UK AIP, this will be notified to AIS by Airside Compliance.

18.2 Safeguarding

Safeguarding is a technical term used in Planning Law to mean the control of development with the object of protecting a particular amenity.

Safeguarding of Aerodromes is the process used to ensure that the operation and development of aerodromes/airfields/airports is not inhibited by new developments in their vicinity. In particular the process contributes to the safe operation of aircraft during the approach and landing procedure, while taking-off, while flying in their vicinity, or while manoeuvring on the ground.

The objectives of safeguarding are:

to define the airspace around an aerodrome to be maintained free of obstacles so as to permit aeroplane operations to be conducted safely

to prevent restrictions being placed on operations by the growth of obstacles on or around the aerodrome

to maintain the integrity of visual and radio based aids to air navigation

to contain other hazards, such as birds and the uncontrolled use of construction equipment (particularly cranes)

to prevent restriction on the future development of an aerodrome

These are achieved by establishing:

a series of Obstacle Limitation Surfaces (OLS) based on the runway(s) that define the limits to which objects may project into the airspace.

limiting surfaces which protect visual aids

a series of areas and/or surfaces which, if infringed, requires a check to establish the effects, if any, on radio aids to air navigation


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protection for instrument flight procedures and any associated visual circling procedures

a 13 km bird circle around the aerodrome

a 30 km wind turbine circle around the aerodrome

To make these effective, the following are in place:

processes for the checking of new developments both on and off the aerodrome

a process for the clearance of temporary obstacles, such as cranes;

regular checks of temporary and permanent obstacles on and around the aerodrome

knowledge of existing sites used by birds for either roosting, feeding or nesting, and flight paths between them, within the bird hazard area, supported by regular checks of these and other potential sites.

19. Aerodrome Emergency Planning

19.1 Dealing with Emergencies at the Aerodrome

Emergency Orders are jointly promulgated to indicate the responsibilities of GAL and ATC personnel at Gatwick Airport and the action to be taken in the event of:-

Aircraft Accident Aircraft Accident off the Aerodrome Aircraft Accident Imminent Full Emergency Aircraft Ground Incident Local Standby Weather Standby Domestic Fire Special Services Call Fuel Farm Fire Hi-jack - Unlawful Act Bomb Warning in Aircraft Act of Aggression - Ground The orders also serve as a guide to other organisations concerned in emergency actions. Off Airport RFFS response area Off the Aerodrome The Airport Fire Service provide a full response to 2 miles (3km) when an accident occurs outside the Aerodrome boundary. A partial response is provided between 2 miles and 5 miles (3km to 8 km) Accidents beyond the 5 miles do not normally require any action by Airport services, but may do so at the discretion of the Duty Station Manager and on request from the Local Authority Fire service. AFS will inform ATC of the Fire Category

19.2 Testing of Facilities and Equipment

All facilities pertaining to the deployment of emergency service vehicles and manpower are tested on a daily basis.


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All equipment used in emergencies is tested and inspected to company or manufacturers standards and recorded on an electronic database system. This database is programmed and monitored by administrators. Key personnel are trained in its use to retrieve and sign off equipment tests.

19.3 Exercises to Test Emergency Plans

Bi-annual exercises involving all the Airport Fire Service and all external emergency services are carried out to test the emergency plan.

20. Rescue and Firefighting Objective

It is the intention of this manual to provide both management and staff with a guide to the processes that achieve an effective and efficient RFFS. It also lists practices and procedures that are adopted at incidents, management of resources and maintaining competence

Fire Station

The RFFS is based in a purpose built fire station that is located at the Junction of Taxiway Romeo and Taxiway Juliet. The location of the fire station enables the RFFS to achieve response times as specified in AMC/GM to Annex iv Part – ADR-OPS-Sub-part B.

The fire station forms a self-contained unit equipped in accordance with Company standards, facilitating an immediate response. e.g. Alarms, emergency communications lines, radios and a PA system. Each is tested and recorded at the change of each watch.

Functionality tests on the appliance bay doors are carried out in accordance with Company standards, and are recorded electronically.

The fire station is subject to a planned maintenance regime co-ordinated by MAXIMO and under the auspices of the airport Engineering Department.

The fire station forms part of an established prioritised fault reporting system for

the rectification of defects and routine maintenance (see Fig. 1).


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Fire Station Faults Procedure

(fig 1)

Fire Station Contingencies

In the event of the fire station being unavailable, detailed contingency plans are in place to afford alternative accommodation for the continuance of operations. The temporary fire station is located to enable the requirements for response to be met.

Loss of services essential to normal operation of the fire station are also contained in the contingency plan document.

Station Manager (S/M)

Each watch has a Station Manager who is responsible for the operational efficiency and

day to day running of the RFFS. The Station Manager reports directly to the Head of Fire

Service.

Safety Accountabilities

To fulfill the role of Incident Commander at an aircraft accident or incident. On arrival of the

Local Fire and Rescue Service the Incident Commander of the Local Authority Fire Service

may take over this role when there is enough resource to do so and the Duty Station

Manager becomes the Tactical Advisor.

Manage staff and resources to ensure compliance with, and maintenance of, airside safety

standards and recommended practices in accordance with the Aerodrome Certificate,

company standards and EASA/CAA publications.

Day to day liaison with other airport departments with regard to safety and security.

Details entered into Airport Fire Service

electronic file

Engineering issue fault number

Engineering action

and repair fault

Fault reported

Engineering fault desk x1111


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To ensure any necessary risk assessments are carried out promptly and accurately and the

findings disseminated to all RFFS personnel.

Compile detailed reports on incidents and make any necessary recommendations for follow

up.

Maintain competence in the role of Station Manager through the approved Maintenance of

Competence Scheme (MOCS)

Disseminate all information to RFFS personnel with regard to Health & Safety aspects, and

company standards.

Initiate immediate inquiries following any accident or incident to members of staff, vehicles

or equipment.

Follow up any safety targets set by the Head of Fire Service.


Watch Manager (W/M)

Each watch has two Watch Managers who are responsible for the day to day management

of their watch. The Watch Managers report directly to the Station Manager.

Safety Accountabilities:

When required, act up into the role of the Station Manager and assume all of the relevant

safety accountabilities.

To fulfill the role of Sector Commander at an aircraft incident/accident and Incident

Commander at a domestic incident. This role then may be handed over to the Local

Authority Fire Service on their arrival.




Plan, coordinate and deliver training and assessments for RFFS personnel in accordance

with the approved MOC Scheme.

Brief crews on safety aspects prior to any training exercise.


up.


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Maintain competence in the role of Station Manager and Watch Manager through the

approved MOCS.


company standards.

Follow up any safety targets set by the Station Manager.


Crew Managers (C/M)

Each watch normally has two Crew Managers who are responsible for assisting the Watch

Manager with the day to day management of their watch. The Crew Managers report directly

to the Watch Manager.

Safety Accountabilities:

When required act up in to the role of the Watch Manager and assume all of the relevant

safety accountabilities.

To fulfill the role of Sector Commander at an accident and if required the role of the Incident

Commander at a domestic incident. This role then may be handed over to the Local

Authority Fire Service on their arrival.




Plan, coordinate and deliver training and for RFFS personnel in accordance with the MOCS

Brief crews on safety aspects prior to any training exercise.


up.

Maintain competence in the role of Crew Manager through the approved MOCS.


company standards.

Follow up any safety targets set by the Watch Manager



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Firefighter (FF)

The Firefighters, are responsible for carrying out rescue and firefighting duties utilising

appliances and equipment. The Firefighter reports directly to the Crew Manager.

Safety Accountabilities

Carry out the testing and inspecting of all rescue and fire fighting equipment, recording the

results and actioning any defects found.

Take part in training and assessments in accordance with current EASA/CAA requirements

and the approved MOCS.

Drive and operate fire appliances in accordance with the United Kingdom Airside Driving

Permit, the Road Traffic Act and Gatwick Airport Byelaws.

Report any accidents promptly to the Crew Manager or Watch Manager, giving full details

verbally as well as in written reports.

Report any information on any hazards which could constitute a danger to persons or

property or dealing with such hazards such as to minimise the risk.

Follow up any safety targets set by the Crew Manager or Watch Manager.

Ensuring compliance with written safety instructions and verbal instructions regarding

operational safety matters.

Station Complement

The overall accountability and responsibility for the RFFS rests with the Head of Fire

Service. The total RFFS staffing complement is 80 personnel. This comprises of 1 x Head

of Fire Service, 5 x Station Managers, 10 x Watch Managers, 8 Crew Managers and 56 Fire

fighters.

RFFS operational personnel are divided into four watches of nineteen personnel with the availability of an additional 3 float managers to ensure that the necessary promulgated fire cover is available during the airport operating hours.

Staffing Levels

The staffing level for RFFS operations at Gatwick Airport has been derived from a Task and Resource Analysis which has been accepted by the CAA. The minimum airfield staffing level for each appropriate category is detailed in the following table.


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The planned staffing levels for RFFS Category A9 and A10 fire cover is 16 personnel. This includes 4 personnel that will resource the Domestic Fire Appliance. For contingency purposes the minimum acceptable staffing levels for airfield cover only are detailed in Table 1. Should contingency measures be required the Station Manager shall withdraw the use of the Domestic Fire Appliance to ensure the appropriate minimum staffing levels be maintained, and inform the Local Authority Fire Service and Gatwick Control Centre. This shall then be recorded in the Watchroom Log.

Crew Deployment

Table 1 RFFS Category A10

Vehicle Type – Call Sign Number of Managers

Number of Fire-fighters

Fire 1 - Command and Control Vehicle 1 0

Fire 3 - MFT 1 2

Fire 4 - MFT 0 2

Fire 5 - MFT 0 2

Fire 6 - MFT 0 2

Fire 8 – Rescue Stairs 1

Total 2 10

The primary difference between Cat A9 and Cat A10 is the introduction of the rescue stairs. The management of this equipment in adverse weather is captured in SOP 31. Periodically this vehicle will require maintenance and at such times Fire 2, its crew and equipment will be made available when Cat A10 movements take place.

Table 2 RFFS Category A9




Fire 3 – MFT 1 2

Fire 4 – MFT 0 2

Fire 5 – MFT 0 3

Fire 6 – MFT 0 2

Allocated vehicle by SM 0 If required a delayed response by 1 x Watch room Attendant

Total 2 10

RFF Category A10 RFF Category A9 RFF Category A8 RFF Category A7

2 x Managers 2 x Managers 2 x Managers

2 x Managers

10 x FF 10 x FF

9 x FF

8 x FF

Total 12 personnel Total 12 personnel Total 11 personnel Total 10 personnel


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Table 3 RFFS Category A8 Table 4 RFFS Category A7



Fire 1 - Command and Control Vehicle

1 0

Fire 3 – MFT 1 2

Fire 4 – MFT 0 2

Fire 5 – MFT 0 2

Allocated vehicle by SM

0 1 x (Watch room Attendant)

Total 2 7

Domestic Fire Cover

GAL RFFS also provides a domestic fire appliance to protect its infrastructure and assist with business continuity. This resource is also utilised to support special services and requests for assistance. The domestic fire appliance is staffed with 1 x Watch Manager or Crew Manager and 3 x FF and can be called upon to support the normal airfield response to aircraft incidents.

Reduction in Promulgated RFFS Category

Gatwick Airport will endeavour to maintain full RFFS Category A10 Fire Cover during Airport operating hours.

It is Gatwick Airport’s policy to carry out a robust maintenance and faults repair system to maintain its fleet of fire appliances. A reserve fire appliance is also available to maintain RFF cover. In the event of a reduction in the availability of the promulgated RFF cover, the Duty Station Manager will determine the resources and personnel available and ascertain what level of RFF Category can be provided. The Duty Station Manager is responsible for informing the Aerodrome Certificate holder, through Airside Operations, of any changes in the level of RFFS protection available. The Aerodrome Certificate holder is responsible for determining the extent to which operations should be restricted and to ensure that arrangements are made to warn pilots and aircraft of any changes in the level of RFF protection available.

Vehicle Type – Call Sign

Number of Managers



Fire 3 – MFT 1 2

Fire 4 – MFT 0 3

Fire 5 – MFT 0 3

Allocated vehicle by SM 0 If required a delayed response by 1 x Watch room Attendant

Total 2 9


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Availability of Extinguishing Media

The extinguishing media carried by the RFFS is in accordance with the relevant SOPs. The primary media carried is Moussol Fluorine Free 3% which meets the requirement of ICAO Performance Level ‘B’ foams.

A certificate of conformance is supplied with each delivery of Moussol Fluorine Free 3% foam by the manufacturer and is held on station for auditing purposes. Secondary media carried on each fire appliance is a high performance Dry Powder called Monnex.

Table 5

The above table illustrates normal operation, however, capacities and outputs will vary depending on the type of appliances on the run. This will not affect the Category of the Airport.

Media Reserve

In accordance with the Standard Operating Procedures, the total reserve held on airfield in a storage tank and appliances is 100% of the minimum required of a 3% concentrate, ie. More than 5832 litres. A reserve of 100% of complimentary media is held in approved containers either on appliances or in an approved area. All reserve stocks are available for immediate use and are rotated for shelf life requirements. All appliances carry hand held C02 extinguishers with exception of the Rescue Stairs.

Foam Tests

Foam tests on fire appliances are carried out on a monthly basis as per relevant SOP and an annual test program is in place for testing the foam metering systems and foam solution testing.

Appliance Type

Water Capacity

(Litres)

Foam Capacity

(Litres)

Monitor Discharge Rate

Litres/Min

Monnex Dry Powder (Kg)

Monnex Discharge Rate

Kg/Sec

Fire 1

Command and Control

Vehicle

N/A N/A N/A N/A N/A

Fire 3 MFT 12,500 1,500 5000 70 Kg 1.35kg/sec

(HRET)

Fire 4 MFT

11,200 1,400 5000 250 kg 15.0kg/sec

Fire 5 MFT 12,500 1,500 5000 70 kg 1.35kg/sec

Fire 6 MFT 12,500 1,500 5000 70 kg 1.35kg/sec

Total 48,700 5,900 20,000 460

If available

Fire 7 MFT

12,500 1,500 5000 70 kg 1.35kg/sec


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The annual testing is carried out by a trained and approved team, appointed by the Head of Fire Service and the test records are kept on file.

Where an appliance fails to produce within the parameters specified in company standards for induction, expansion and drainage rate, the appliance will be re-tested following adjustments, to confirm performance.

Where an imbalance exists, between sideline and monitor performance, the test results will be based upon maximum monitor discharge performance.

Dry Powder Unit Tests

All test and inspections are carried out as per company standards and annually tested by an approved agent appointed by the Head of Fire Service. All certificates are retained on station and all tests are recorded on a data base system. All units are hydraulically tested at 5 yearly intervals and test certificates held on station.

Appliances

The extinguishing media, rescue equipment and personnel provided in line with certification and company standards for the promulgated category will be carried on appliances and/or specialist vehicles.

. Water Supplies

Gatwick Airport has a ring main hydrant system (clean water) and a dirty water hydrant

system. Refer to SOP 009 to understand management of water supplies. Response Times

Gatwick Airport response time and response area requirements are detailed in the RFFS Standard Operating Procedures. The operational objective of the RFFS is detailed in the RFFS Standard Operating Procedures. To ensure these response times are met, each watch carries out regular response time exercises to confirm compliance. Each response time attendance/exercise is recorded on an electronic data base.

For less than optimum conditions Gatwick Airport has special provisions in place (see LVOs).

Low Visibility Operations (LVOs)

To meet response times in less than optimum conditions Gatwick Airport has introduced LVOs. These LVOs form part of the Aerodrome Manual.

To comply with the Aerodrome Manual LVOs the RFFS practise these procedures twice a year by carrying out 1 theory session and 1 practical session. These training sessions are recorded electronically.

Difficult Environs, The 1000 M Area and Access Roads

A 1000 metre assessment has been conducted for Gatwick Airport detailing areas of risk and special interest. Any decision to access the 1000 metre threshold area will be dependent on weather conditions, ground conditions and the judgement of the Duty Station Manager at the time of the incident.


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In addition, if an accident occurs more than 2 miles from the airport and ‘Rendezvous Point Nil’ has been given, the Duty Station Manager will determine the AFS response to an off airport aircraft crash depending on distance from the airport and size of aircraft. A request for assistance from Local Fire Authority will be considered. AFS will inform ATC of their actions. Accidents up to 2 miles will be a full attendance. Refer to OGN No. 48.

The decision for any attendance off the airfield must be decided by the Duty Station Manager and any subsequent action to alter the category of fire cover remains his responsibility.

Runway Policy

Gatwick Airport endeavours to provide and maintain access for emergency vehicles to attend an incident/accident which may occur on the airfield.

Gatwick Airport has two runways these are 08R/26L (main runway) and 08L/26R (northern runway)

Standby Positions

On instigation of an aircraft emergency (Local Standby up to Aircraft Accident Imminent) the Duty Station Manager will deploy appliances to pre-determined standby positions. The Duty Station Manager has the discretion to change appliance positions as and when required.

Monitoring of the Movement Areas

There are two key viewing points for the monitoring of Aircraft (A/C) movement areas these are ATC tower and the fire station Watchroom.

The ATC tower has the best overall view of the airfield and has overall responsibility for monitoring aircraft movements.

The RFFS Watchroom has a view of the runway and part of the apron / taxi-way area, however there are blind spots to the north which are monitored by ATC. Alerting Procedures - General

The following alerting systems are employed at Gatwick Airport to inform RFFS crews of varying emergency levels and situations. The alerting procedures systems are the :-

Crash Line links ATC and RFFS Emergency line links ATC and RFFS

Gatwick Control Centre (GCC) Direct Line Links RFFS and GCC ATC Liaison Line Links ATC and RFFS Internal Alarm RFFS only 222 links Watchroom and GCC


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The following illustrates when and to what level the alerting systems are utilised.

Table 6

Alerting Communication Systems

Type of Emergency Omni Crash line

Emergency line

ATC

liaison line

222 Internal Alarm

GCC

Direct Line

Aircraft Accident X

Aircraft Accident off the Aerodrome X

Aircraft Accident Imminent X

Aircraft Ground Incident X

Full Emergency X

Local Standby X

Weather Standby X

Domestic Call X X X

Special Services X X X

Fuel Farm X

Hi-jack Unlawful Act X

Bomb Warning in Aircraft X

Act of Aggression – Ground X

Alerting Procedure on Station

When crews are on station carrying out non-emergency duties and an aircraft accident imminent or an aircraft ground incident has occurred the crews are alerted by the Crash Line which produces an intermittent siren sound. The emergency message is passed via an omni directional facility and can be heard in all areas of the fire station.

Alerting for all other aircraft related calls is via the emergency line. This line produces an intermittent bell sound. The emergency message is passed via an omni directional facility and can be heard in all areas of the fire station.

For other emergencies the crews are alerted by station alarm and PA system.

The Watchroom Attendant (WRA) follows up all messages by means of R/T and a ‘general message’ to the fire appliances crews

Alerting Procedure off Station

When RFFS crews are off station, all emergency calls are relayed to the watchroom Attendant who in-turn will relay the message by R/T or mobile telephone to RFFS crews. At all times when not on station, the Station Manager, Watch Manager and each appliance


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carry hand held radios and test communications with the watchroom prior to leaving the appliances.

Should training be carried out utilising any of the training rigs on the fire ground, the Station Manager, Watch Manager or Crew Manager will brief crews prior to commencement of any exercise, that in the event of a call being received during training the nominated safety team or Entry Control Officer (ECO) will give the evacuation signal (Acme thunder whistle) whereupon the crews will respond to their respective fire appliances.

When visiting airport buildings such as Terminals or hangars prior to crews entering, the Station Manager, Watch Manager or Crew Manager will carry out tests on his radio at different locations checking for R/T blind spots. Should any blind spots be found the Station Manager, Watch Manager or Crew Manager will then nominate one of the crews to remain on the fire appliance to maintain a radio watch. On receipt of a call the crew member will inform the crews by sounding vehicles horns or by entering the premise and sounding the acme thunder whistle or by any other pre-determined signal which the crews must be pre-briefed on.

Equipment

There is a comprehensive range of rescue equipment available which complies with the relevant SOP. All equipment is tested and inspected to the criteria set in company or manufacturers standards. All test results are recorded on a data base system and appropriate certificates of serviceability are held on file for auditing purposes.

Medical Equipment

Gatwick Airport carries medical equipment as required by SOPs and EASA/CAA regulations

Equipment Testing and Faults Procedure

All test and inspections of equipment are carried out to company or manufacturers standards and recorded on an electronic database system. This database is programmed and monitored by administrators. Key personnel are trained in its use to retrieve and sign off equipment tests.

On notification of equipment failure the duty W/M or C/M will annotate records, inform the duty Station Manager and Watchroom Attendant. He will contact the necessary repair agents and seek replacement equipment.

Training Policy

It is the policy of Gatwick Airport to ensure that all RFFS personnel are trained and assessed in accordance with EASA/CAA regulations and the approved MOCS. All RFFS personnel hold a current certificate of competence to the appropriate standard as agreed with the regulatory authority. All training records are held on an electronic database for auditing and inspection purposes.

Certification/Revalidation

Firefighters (FF): Trainee Firefighters (TFF) who have successfully completed an Initial Fire-fighting Course, will maintain competence through the approved MOCS.


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When promoted to a higher role, the individual will attend the relevant Crew Commander or Supervisors course as soon as is practically possible. Crew Managers will be qualified to Crew Commander level and revalidate their certificate of competency every 4 consecutive years. Station Managers and Watch Managers will be qualified to supervisor level and revalidate their certificate of competency every 4 consecutive years.

First Aid

All RFFS personnel staff are qualified in IEC (a minimum of Basic level). New recruits will be working towards this standard as soon as practicable.

LGV

Gatwick Airport policy is that all RFFS personnel hold a valid LGV licence.

On successful completion of an approved Initial Firefighting Course, TFF and FF will, as soon as is reasonably practical, be trained at a DSA approved driving training school to obtain an LGV licence.

All TFF/FF who obtain their LGV licence, will be supplied with further driver training on all vehicles that they will be expected to use to carry out their respective duties. Gatwick Airport RFFS have a core of Driving Assessors and Emergency Response Driving (ERD) Instructors. Their function is to ensure that each TFF/FF is trained to the guidelines listed in SOPs.

Specialised Training

Gatwick Airport RFFS provide specialist training for selected personnel. The disciplines selected are: Road Traffic Collision Instructors, Breathing Apparatus Instructors, Driving Instructors, First Aid Instructors. All specialised training is carried out by Training Providers with staff gaining appropriate certification. All other RFFS personnel receive training by qualified staff pertaining to the specialist subjects.

. Station Training

Gatwick Airport RFFS carries out a comprehensive training program as required by EASA/CAA regulations and the approved training schedule includes mandatory disciplines such as heat training. The training encourages staff awareness of the health and safety culture implemented at Gatwick Airport. All staff are provided with health and safety training annually, this training encompasses Equipment, Hearing Protection, PPE, Manual Handling and the Environment. All training is recorded on a data base.

Fire Training Ground

The fire training ground provided at Gatwick Airport enhances and complements the approved MOC Scheme. There is a purpose built unit to provide fire behaviour training and heat training.

In order to conform with the Management of Health and Safety 1999 and the PUWER (Provisions and Use of Work Equipment). Risk Assessments are carried out on each


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training rig every three (3) years or whenever any modifications have been made. Selected personnel are trained in the safe operation of all training units. The Fire Training Ground conforms to company standards and local rules document “Gatwick Airport Fire Ground Safety Pre-checks.” The training units are subjected to test and inspections before and after use, quarterly, six monthly and annually by both RFFS and a nominated manufacturer. All Faults are reported on the 1111 fault reporting system.

Selection of Personnel

Gatwick Airport is an equal opportunities employer, conforming to the United Kingdom employment laws. Potential recruits must progress through the Gatwick Airport Fire Service recruitment process.

Gatwick Airport policy is that all RFFS personnel will be medically assessed periodically. Medical assessments are carried out by the Occupational Health Department at Gatwick Airport. Gatwick Airport Fire Service operates a flexible retirement policy.

Medical Services

In accordance with AMC/GM to Annex iv Part – ADR-OPS-Sub-part B. Gatwick Airport shall arrange to have sufficient medical supplies, available on or in the vicinity of the airport, to treat the passenger and crew capacity of the largest aircraft normally using the aerodrome. Experience has shown, however, that more than one aircraft may be involved in an aircraft accident. Consequently, medical supplies to handle this possibility have been determined accordingly.

This equipment fulfils our medical needs analysis. Medical equipment required is held by GAL Airside Operations. The equipment is housed on a dedicated mobile incident vehicle and will be deployed as per Gatwick Emergency Orders by GAL Airside Operations.

RFFS vehicles also carry equipment to deliver medical provision in accordance with local agreements with South East Coast Ambulance Service NHS Foundation Trust. The equipment will suffice to deal with Medical Emergencies as well as Trauma related incidents including Defibrillation.

Emergency Trailer

The Emergency Trailer is stored undercover near the Airside Operations Building, with its batteries on a constant trickle charge.

An Airside Operations Manager or Representative will routinely inspect the Emergency Trailer and carry out an inventory check at least every two months. There is a form left in the trailer indicating when these inspections have taken place and any comments added.

Fixed to the inside of the trailer is a detailed inventory list with any expiry date indicated against the item.

Major Incident Vehicle (MIV)

The MIV is stored undercover next to the Airside Operations Building, with its batteries on a constant trickle charge.

The MIV is subject to a weekly inspection which includes running the engine, checking the tyres and general condition.

An Airside Operations Manager or Representative will routinely inspect the MIV and carry out an inventory check at least every two months. .


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Fixed to the inside of the MIV is a detailed inventory list with any expiry date indicated against the item.

21. Aircraft Recovery

The Policy and management for the removal of disabled aircraft is outlined in the GAD - Aircraft Recovery and satisfies the Aerodrome Certificate requirement for a plan for the removal of disabled aircraft. Responsibility for the management of aircraft recovery resides with the airline operator or aircraft owner, in liaison with the GAL Head of Airside Operations or his representative. Only staff authorised by the aircraft owner are permitted to remove the aircraft. GAL staff will only assist if authorisation from the aircraft owner is received and will not be liable for any loss or damage resulting from the use of this equipment, materials or personnel during the recovery operation. GAL will keep a record of all events and decisions taken during the recovery operation, supplemented by sketches, photographs, video and drawings of the site.

22. Aviation Fuel Management and Dangerous Goods

Aviation Fuel

GAL itself does not store or supply aviation fuel or supply fuelling facilities at Gatwick. It has a lease

arrangement with The Gatwick Airport Storage and Hydrant Company Ltd (GASHCO) based at Gatwick, which is the delegated authority under Part 27, Article 217 of the ANO. Details and procedures regarding fuelling operations are given in the GAD - Fuelling of Aircraft.

GASHCO - Operations, Audits/Inspections and Aviation Fuel Operations are carried out in accordance with the agreed Oil Industry procedures and standards of

the Joint Inspection Group (JIG) guidance document for ‘Aviation Fuel Quality Control & Operating Procedures for Joint Airport Depots and Hydrant Systems’.

The guidance document does not preclude the use of other operating procedures, equipment or inspection procedures that may be in place to meet the needs of local requirements.

Audits/Inspections

The joint facilities (GASHCO) are inspected twice a year by one of the participants (JIG member) not less than twice a year Annual Audit by the Group Inspector of Shell UK to ensure continued compliance with procedures and work instructions of the Shell Aviation Quality & Environmental Management System (accredited to BS EN ISO 9002) Annual Audit by the British Standard Institute to ensure continued certification to The Management Standard BS EN ISO 9002. Other Annual audits – these may be carried out on occasions by the CAA, FAA and airline customers Aviation Fuel Jet A-1 meeting the most recent issue of the Aviation Fuel Quality Requirements for Jointly Operated Systems (AFQRJOS) and the most stringent requirements of the following three specifications: British Ministry of Defence Standard DEF STAN 91-91 (NATO Code F35) ASTM Standard Specification D 1655 97 International Air Transport Association (IATA) Guidance Material The four into-plane operators are:-


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Northair – BP,Q8,Total, Valero Esso/ASIG Shell/ASIG

The document AFQRJOS Joint Fuelling Check List for Jet-A-1 has the agreement of the major oil companies (AGIP, BP, Caltex, Elf, Esso, Fina, Kuwait Petroleum, Mobil, Shell, Statoil, Texaco and Total).

Some of the foregoing information is referred to in EASA ADR.OPS.B.055 using CAP 748 for

guidance. Dangerous Goods The Gatwick Airport Directive – GAD - Liquid Storage, Use and Disposal – sets out the regulations

and procedures to be adhered to. The above GAD applies to all individuals working at the Airport and sets out the necessary control

and procedures that must be followed to prevent unauthorised or uncontrolled discharges to foul or surface water systems and to prevent land contamination. A wide variety of potentially polluting liquids are stored in containers ranging in capacity from a few litres, to 50,000 litres. Liquids can be stored in small containers, drums, intermediate bulk containers (IBC's) of 1000 litres and fixed bulk storage tanks. Examples of liquid substances in use at Gatwick include oil, fuel, lubricants, greases, solvents, degreasing agents, battery acid antifreeze, detergents, chemicals, paint , aircraft / runway de-icers, herbicides fire fighting foam concentrate.

23. Low Visibility Operations

During periods of reduced visibility it is essential to restrict airside activities so that aircraft movements can continue safely. A pilot's vision can be severely restricted during these conditions; therefore, his route must be kept clear of all possible obstructions. There is also a requirement to safeguard the various navigational aids on which the pilot relies in low visibility.

Low Visibility Operations are therefore designed to protect the runway from intrusion by vehicles or other aircraft and to protect the signals transmitted from the Instrument Landing System (ILS), regardless of the category of approach available.

Operating procedures during low visibility are detailed in the Gatwick Airport Directive - GAD – Low Visibility Operations and in the Manual of Air Traffic Services – Part 2.

Instrumented Runway Visual Range (IRVR)

IRVR is available for runways 08R/26L and 08L/26R. The IRVR system is considered to be operational at all times unless notified otherwise by ATC Engineering.

Manual assessment of RVR is not available at Gatwick.

IRVR values are to be passed to inbound and outbound aircraft whenever an IRVR value is displayed (subject to serviceability). If the touchdown transmissometer is unserviceable, the mid-point reading is to be used.

IRVR values are not broadcast on the ATIS.

24. Procedures for Winter Operations

GAL Airside Operations publish an Aerodrome Adverse Weather Plan, which includes the

Aerodrome Snow Plan annually, prior to the commencement of the winter period.


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The Aerodrome Snow Plan is published in accordance with the requirements of UK AIP AD 1.2.2

Snow Plan and AMC/GM to Annex iv – Part ADR-OPS – Sub Part B – Operations in Winter

Conditions. The plan covers all airside areas including runways, taxiways, aprons, roads,

passenger walkways etc.

The Aerodrome Snow Plan is effective from 1 November to 31 March annually and is issued

with the agreement of all affected Parties

The aim of the Aerodrome Snow Plan is to provide information relating to procedures to keep

the Airport open for operations as far as is reasonably practicable. The actual plan to be adopted

by the Aerodrome Snow Coordinator (SNOCO) / Airside Control Lead (ACL) in consultation with

the Airport Silver Command and Joint Business Continuity Team (JBCT) will have regard to such

factors as:

Severity of the snow conditions

Forecast weather conditions

Time of day/night

Traffic movements expected

Staff and equipment available

The Aerodrome Adverse Weather Plan is an attachment to the Aerodrome Manual.

25. Strong Wind Warnings

In addition to procedures for winter operations and low visibility, there are procedures to be followed in the event of a strong wind warning.

Strong wind conditions can give rise to hazards from wind-blown items and in very strong winds there is a possibility of structural damage to aircraft. The principle threats are of engine ingestion or airframe damage to aircraft on stands, taxiways and runways. There is also a danger of personal injury for airside staff and damage to vehicles and equipment.

When warnings of strong winds are received by Airside Operations, the details of the warning will be communicated by various means to other relevant parties.

Full details of the procedures are contained in the Gatwick Airport Directive – GAD – Strong Wind Warnings.

26. Night Operations

There are restrictions on the operation of aircraft at night at Gatwick Airport. The night period is defined as the period between 2300 hours and 0700 hours (local time). This period will apply to all days of the week. Full details of the restrictions are contained in the Gatwick Airport Directive – GAD - Operation of Aircraft at Night.

27. Protection of Radar and other Navigational Aids

Instrument Landing System Critical Area

Aerodrome Works

ATC approval and Daily Works Permits are required to ensure proper coordination and safeguarding of any activity in these areas and before works start. ATC Engineering approval may also be required.

Airside Driving

Specific rules apply for those drivers required to operate on the manoeuvring area. The GAL Manoeuvring Area Driver Training Manual states:


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The Localiser and Glide path aerials have protected safeguarded areas around them to provide integrity of the signals. These areas are free from objects and entry by personnel and / or vehicles is strictly prohibited. These areas are known the ILS Critical Areas; anything entering these areas will have an adverse effect on the signals projected by the aerials.

Even if the runway is only being used for departures or is closed – you must still not enter the Critical Areas without obtaining permission.

28. Procedure for Operation of Aircraft with Higher Code Letter

A380 aircraft - Taxiway routes available to A380 are shown on aerodrome chart AD 2-EGKK-2 1, marked in yellow. There is a positive but substandard obstacle clearance (minimum of 47.5 m) on Taxiway Juliet A380 routing. Pilots are to ensure that Cockpit over Centre-line (COCL) technique is used at all times when manoeuvring at Gatwick.

29. Prevention of Fire at the Aerodrome

Gatwick Airport Directive – GAD – Fire Training Dates – states:-

All organisations at Gatwick are required to make adequate arrangements to provide fire training for their employees annually. An organisation may train their own staff providing it has trainers who have attended an approved GAL Fire Trainers course within the last 3 years and hold a current valid GAL Fire Trainers certificate. Alternatively they can make arrangements with any other qualified trainers from an approved organisation, provided the training content has been approved by the GAL Fire Safety Advisor. There is also an opportunity to send staff to one of GAL's fire training sessions. Records of all fire training given to employees must be maintained by each organisation and made available for inspection by the Airport Fire Service, County Fire Service and/or Health and Safety Representative.

GAL places the utmost importance on the capabilities of the trainer in achieving and preserving the high standard of the fire training that the Fire Certificate for the building demands. Companies will therefore be subject to periodic audits by the GAL Health & Safety department who will attend one of the fire training sessions in order to ensure that the standards are maintained to the required level. Fire training courses are mandatory and therefore if a member of staff fails to attend, they stand the risk of having their ID withdrawn or refused. The GAL EHS Performance Standard requires the airport to develop an Airport Fire Safety Plan. The purpose of the Gatwick Airport Fire Safety Plan is to set out how fire safety risk is to be managed and controlled in order to operate a safe and secure airport. Accordingly, the Gatwick AFSP and its implementation will

explain the governance and management arrangements for fire risk management

provide the necessary information for effective and efficient fire safety management

ensure management and staff are aware of their responsibilities for fire safety management and are suitably trained

be compliant with current fire safety legislation, all relevant statutory controls and consistent with BSI fire safety management standards

co-ordinate with local fire service, buildings’ insurers and other stakeholders in the management of fire risk

ensure third parties tenants and operators understand their responsibilities and obligations within the AFSP.


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30. Procedure for Calculating Reduced Declared Distances

In the event of runway 08R/26L becoming unavailable due to temporary objects infringing the strip, obstacle limitation surfaces or a surface breakout on the runway, the Airside Operations Manager will consider activating runway 08L/26R. GAL has a loss of runway contingency plan for 08R/26L. The plan does not require any re-declaring of distances and the preferred option is to switch to 08L/26R.

31. Isolated aircraft parking position The Isolated aircraft parking position is described in the Emergency Orders, as follows:-

Air Traffic Control will endeavour to direct the aircraft to the Juliet Pan or, if circumstances do not allow this, to an area agreed between GAL Airside Operations and the Police Incident Officer. Note – If Air Traffic Control cannot obtain the agreement of those in command of the aircraft to stop in a preferred area, then every effort must be made to get the aircraft to stop in a place that will cause the least interference or hazard to other aircraft, life or property.


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32. List of Attachments to the Aerodrome Manual

1:2500 Aerodrome Map

Adverse Weather Plan

Gatwick Airport Driving Manual

Change Control Procedure

Conditions of Use

London Gatwick Bye-laws


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33. Deviation and Action Document

Deviation and Action Document

No. Date Relevant Certification

Specification (CS)

Description of non-compliance Reference to

supporting

documentation

Expiry

date

1

11/06/2014 CS ADR-DSN.H.435

Take-off climb surface

Aircraft parked on Pier 1 stands 2 to 5, will infringe the 08L Take Off Climb Surfaces on completion of the project. (Max 4m infringement on stands 2 and 3)

To be promulgated on the Type A chart.

Approved by SRG in the Part 1 submission for the project, as an improvement over the previous infringement.

2

11/06/2014 CS ADR-DSN.H.435

Take-off climb surface

Concorde House penetrates the Take Off Climb Surfaces for runway 08L by 14.3m

Promulgated on the Type A chart.

3 20/08/2014 Chapter D - Taxiways Code E taxiways used for Code F A380 operations

Safety Assurance document for A380 Operations at Gatwick

4 20/08/2014 CS ADR-DSN.D.240

Taxiways general

Code E taxiways used for Code F A380 operations

Safety Assurance document for A380 Operations at Gatwick Airport

5 20/08/2014 CS ADR-DSN.D.245

Width of taxiways


Safety Assurance document for A380


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Operations at Gatwick Airport

6 20/08/2014 CS ADR-DSN.D.250

Taxiway curves



7 20/08/2014 CS ADR-DSN.D.255

Junction and intersection of taxiways



8 20/08/2014 CS ADR-DSN.D.260

Taxiway minimum separation distance


Taxiway Juliet, between Juliet 8 and Juliet 5 is restricted during take-offs or landings on runway 08L/26R due to non-compliant separation distances between centrelines


Promulgation of restrictions in EGKK AIP

9 20/08/2014 CS ADR-DSN.D.315

Width of taxiway strips

A number of taxiway strip widths are not EASA compliant

Promulgation of restrictions in EGKK AIP

10 20/08/2014 CS ADR-DSN.M.750

Apron floodlighting

A number of aircraft stand lighting lux levels are not EASA compliant

Programme of LED apron floodlighting installation in place. Results on LED installations are beyond compliance


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