Manchester EASA Aerodrome+Manual+2016+V1 PDF

Editor
Manchester Airports Group
Department
Airfield Operations, Safety & Compliance
Document
Owner
Chris Wild
Airfield Planning & Compliance Manager
Document
Sonia Meraz
Administrator
SMS Compliance Officer
Address
5th Floor Olympic House,

Manchester Airport
Manchester
M90 1QX
Email
airfieldoperations@manairport.co.uk
Tel
0161 489 5035
Website
http://www.magworld.co.uk/airfieldoperations
20160101 Manchester Airport Aerodrome Manual v1

Not valid after 31/12/2016 Uncontrolled when printed/Downloaded
Part A General
Part A
General

Part A - Page i
Part A General
CONTENTS
Part A General
1
2
3
4
5
6
7
8
9
10
11
12
13
13.1
13.2
13.3
13.4
14
15
15.1
15.2
15.3
15.4
15.5
15.6
15.7
15.8
PREFACE ----------------------------------------------------------------------------------- 1
PURPOSE OF THE AERODROME MANUAL------------------------------ ---------- 1
AERODROME MANUAL STRUCTURE------------------------------------- ---------- 1
AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE--- ---------- 2
AMENDMENTS---------------------------------------------------------------- ---------- 2
CONDITIONS OF USE OF THE AERODROME---------------------------- ---------- 3
OBLIGATIONS OF THE AERODROME OPERATOR-------------------------------- 3
GLOSSARY TERMS & CONDITIONS------------------------------------------------ 4
ABBREVIATIONS------------------------------------------------------------------------- 7
BIBLIOGRAPHY--------------------------------------------------------------------------- 10
NAME AND ADDRESS OF AERODROME-------------------------------------------- 11
NAME AND ADDRESS OF CERTIFICATE HOLDER----------------------------------11
LEGAL POSITION REGARDING AERODROME CERTIFICATION---------------- 11
Certification Requirement------------------------------------------------------------- 11
Certificate Compliance------------------------------------------------------------------ 11
Use of the Airport------------------------------------------------------------------------ 11
Types of Operations Permitted------------------------------------------------------- 12
KEY POST HOLDERS--------------------------------------------------------------------- 12
MANAGEMENT REPORTING STRUCTURES---------------------------------------- 13
Manchester Airports Group----------------------------------------------------------- 13
Manchester Airport -------------------------------------------------------------------- 13
Manchester Airport Operations------------------------------------------------------ 13
Airfield Safety & Compliance---------------------------------------------------------- 14
Airfield Operations---------------------------------------------------------------------- 14
Fire & Emergency Services------------------------------------------------------------ 15
Airfield & Network Performance---------------------------------------------------- 15
N.A.T.S. (ATC)----------------------------------------------------------------------------- 16
Part B - Safety Management System

1
1.1
1.2
OVERVIEW--------------------------------------------------------------------------------- 6
Context ------------------------------------------------------------------------------------- 6
Scope of the Safety Management System ---------------------------------------- 7
2
2.1
2.2
2.2.1
2.3
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
SAFETY POLICIES & MANAGEMENT STRUCTURES------------------------------ 8

Manchester Airport Airfield Safety Policy------------------------------------------ 8
Key Safety Post holders----------------------------------------------------------------- 9
Deputising for Absence----------------------------------------------------------------- 9
Exceptional Circumstances-------------------------------------------------- ---------- 10
Safety Accountabilities & Responsibilities----------------------------------------- 11
Managing Director----------------------------------------------------------------11
Operations Director (Accountable Manager)-------------------------- ---------- 12
Asset Management Director---------------------------------------------------------- 13
Head of Fire & Emergency Services-------------------------------------------------- 14
Head of Asset Maintenance Optimisation------------------------------ ---------- 15
Airfield Planning & Compliance Manager (Safety Manager)------------------ 16
Head of Asset Management Services---------------------------------------------- 17

Part A - Page ii
Part A General
2.4.8
2.4.9
2.4.10
2.5
2.5.1
2.5.2
Head of Airside Operations ---------------------------------------------------------- 18

Airfield Duty Managers----------------------------------------------------------------- 19
Airfield & Network Performance Manager---------------------------------------- 20
Competency & Fitness for Duty-------------------------------------------- ---------- 21
Competency------------------------------------------------------------------------------- 21
Fitness for Duty--------------------------------------------------------------------------- 21
3
3.1
3.1.1
3.1.2
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.3
SAFETY COMMITTEES-------------------------------------------------------------------22
MAG Safety Committees-------------------------------------------------------------- 22
MAG Group Safety Board--------------------------------------------------- ---------- 22
MAG Aviation Operations Board----------------------------------------------------- 23
MA Aerodrome Safety Committees------------------------------------------------- 23
Manchester Airport Safety Board --------------------------------------------------- 23
Operational Safety Management Committee ----------------------------------- 24
Safety Performance Committee (A)------------------------------------------------- 25
Safety Performance Committee (B)------------------------------------------------- 26
Airfield Safety Strategy Group-------------------------------------------------------- 27
Flight Operations Safety Committee------------------------------------------------ 28
Local Runway Safety Team------------------------------------------------- ---------- 29
Emergency Planning Committee----------------------------------------------------- 30
Safety Committee Attendance ------------------------------------------------------- 31
4
4.1
4.2
4.3
4.4
4.5
4.5.1
4.5.2
4.5.3
4.5.4
SAFETY INTERFACES & STAKEHOLDERS-------------------------------------------- 32

National Air Traffic Services (NATS)------------------------------------------------- 32
Civil Aviation Authority (CAA)---------------------------------------------------- 32
External Emergency Services---------------------------------------------------------- 32
Service Partners-------------------------------------------------------------------------- 32
Other MA Departments---------------------------------------------------------------- 33
Environment-------------------------------------------------------------------------------33
Asset Management / Capital Delivery---------------------------------------------- 33
Terminal Engineering--------------------------------------------------------- ---------- 33
Airside Bussing --------------------------------------------------------------------------- 33
5
5.1
SAFETY TARGETS-------------------------------------------------------------- ---------- 33

Safety Improvement Plan-------------------------------------------------------------- 33
EMERGENCY PLANNING----------------------------------------------------- ---------- 34
DOCUMENT & DATA MANAGEMENT----------------------------------------------35

Types of Documentation and Notices-------------------------------------------- -- 35
Document Owners----------------------------------------------------------------------- 36
Issue Methods------------------------------------------------------------------ ---------- 36
Amending of Documents--------------------------------------------------------------- 36
Operational and Administrative Changes------------------------------------------ 37
Email Address----------------------------------------------------------------------------- 37
Changes to Regulatory Documentation-------------------------------------------- 37
Aeronautical Data Quality -------------------------------------------------------------37
The Recording of Aircraft Movements -------------------------------------------- 37
Record Keeping -------------------------------------------------------------------------- 38
7.1
7.2
7.3
7.3.1
7.3.2
7.3.3
7.4
7.5
7.6
7.7

Part A - Page iii
Part A General
8
8.1
8.1.1
8.2
8.2.1
8.2.2
8.2.3
8.2.4
8.2.5
8.2.6
8.2.7
Safety Risk Management------------------------------------------------ ---------- 39

Introduction------------------------------------------------------------------------------- 39
Definitions and Terminology ------------------------------------------------- ------- 39
Safety Risk Management Methodology -------- ---------------------------------- 40
Objective ------------------------ ------------------------------------------------- ------- 40
Requirement-------------------- ------------------------------------------------- ------- 40
Scope ----------------------------- ------------------------------------------------- ------- 40
Responsibilities------------------ ------------------------------------------------- ------- 41
The System Risk Management (SRM) Process -------------------------- ------- 41
Risk Assessment Methodology - Guidance ------------------------------- ------- 48
References ---------------------------------------- ------------------------------- ------- 50
9
9.1
9.2
9.3
9.4
9.5
9.6
9.6.1
AIRFIELD SAFETY REPORTING & INVESTIGATION------------------------------- 51

Airfield Occurrence Reports----------------------------------------------------------- 51
Mandatory Safety Reporting---------------------------------------------------------- 51
Reporting Procedures------------------------------------------------------------- ----- 51
Incident / Accident Investigation----------------------------------------------------- 52
Follow Up Actions------------------------------------------------------------------------ 52
Categorisation of MOR Incidents----------------------------------------------------- 52
Definitions----------------------------------------------------------------------- ---------- 53
10
10.1
10.2
SAFETY PERFORMANCE MONITORING-------------------------------------------- 54

Safety Severity Categorisation-------------------------------------------------------- 55
Safety Surveys---------------------------------------------------------------------------- 56
11
11.1
11.2
11.3
11.4
11.5
11.6
CONTRACTED ACTIVITIES------------------------------------------------------------- 57
ILS Inspections---------------------------------------------------------------------------- 57
Compass swing Provision-------------------------------------------------------------- 57
Aerodrome Survey Data & treatment of obstacles------------------------------ 57
The management of air traffic-------------------------------------------------------- 57
Aeronautical Ground Lighting--------------------------------------------------------- 57
Navigational Aids------------------------------------------------------------------------- 57
12
12.1
12.1.1
12.1.2
12.2
12.3
12.3.1
12.3.2
12.3.3
12.3.4
12.3.5
12.3.6
12.3.7
12.3.8
12.3.9
SAFETY AUDITING----------------------------------------------------------------------- 58
Airside Safety Audits-------------------------------------------------------------------- 58
Safety Audit Process--------------------------------------------------------------------- 59
Safety Audit Schedule------------------------------------------------------------------- 60
Manchester Airport Group Auditing ----------------------------------------------- 60
Audit Frequency-------------------------------------------------------------------------- 60
Auditable Areas--------------------------------------------------------------------------- 61
The Airfield Operations Safety Audit Team---------------------------------------- 61
Audit Plan--------------------------------------------------------------------------------- 62
Audit Conduct----------------------------------------------------------------------------- 62
Open Meeting----------------------------------------------------------------------------- 62
Audit Procedure-------------------------------------------------------------------------- 62
Closing Meeting-------------------------------------------------------------------------- 63
Audit Response--------------------------------------------------------------------------- 63
Audit Follow-up-------------------------------------------------------------------------- 63

Part A - Page iv
Part A General
13
13.1
13.2
13.3
SAFETY REPORTING--------------------------------------------------------------------- 64
Open Reporting System---------------------------------------------------------------- 64
Safety Issue Reporting------------------------------------------------------------------ 64
Voluntary Safety Reporting------------------------------------------------------------ 64
14
SAFETY COMPETENCY FRAMEWORKS--------------------------------------------- 64
15
15.1
15.1.1
15.1.2
15.2
15.2.1
15.2.2
15.2.3
15.2.4
15.2.5
15.2.6
15.3
15.3.1
15.3.2
15.3.3
15.3.4
15.3.5
15.3.6
THE MANAGEMENT OF CHANGE---------------------------------------------------- 65

Introduction ------------------------------------------------------------------------------ 65
Changes Requiring Notification to Competent Authority --------------------- 65
Changes not Requiring Notification to Competent Authority ---------------- 65
The Management of Change (Personnel)------------------------------- ---------- 66
Requirement ----------------------------------------------------------------------------- 66
Responsibilities---------------------------------------------------------------- ---------- 66
Direct Role Replacement --------------------------------------------------- ---------- 66
Merger of Roles --------------------------------------------------------------- ---------- 66
Guidance--------------------- --------------------------------------------------- ---------- 66
References ------------------ --------------------------------------------------- ---------- 67
The Management of Change (System/Equipment/Procedure)---- ---------- 67
Requirement---------------- --------------------------------------------------- ---------- 67
Responsibilities------------- --------------------------------------------------- ---------- 67
Procedural change-------- --------------------------------------------------- ---------- 67
System/Equipment change------------------------------------------------- ---------- 67
Guidance------------------------------------------------------------------------ ---------- 68
References---------------------------------------------------------------------- ---------- 68
16
SAFETY COMMUNICATIONS----------------------------------------------------------68
17
17.1
17.2
17.3
17.4
SAFETY TRAINING & EDUCATION--------------------------------------------------- 69

Manchester Airport Staff--------------------------------------------------------------- 69
Third Party Company Staff------------------------------------------------------------- 69
External Groups-------------------------------------------------------------------------- 69
Human Factors---------------------------------------------------------------------------- 69
Part C - Particulars of Aerodrome Site

1
2
3
4
4.1
4.1.1
4.1.2
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
LOCATION AND ELEVATION------------------------------------------------ ---------- 2

INS CHECKPOINTS---------------------------------------------------------------------- 2
OBSTACLES INFRINGING STANDARD PROTECTED SURFACES--------------- 2
MANOEUVRING AREA SURFACES-------------------------------------------------- 3
Runways---------------------------------------------------------------------------------- 3
Illustration of declared distances & RESA - Rwy 05L-23R---------------------- 4
Illustration of declared distances & RESA - Rwy 05R-23L---------------------- 5
Northside Taxiway System------------------------------------------------------------ 6
Southside Taxiway System------------------------------------------------------------- 7
Runway 05L/23R Links, Exits & Rapid Exit Taxiways----------------------------- 7
Runway and Taxiway Access Points------------------------------------------------- 8
Aircraft Stand Provision---------------------------------------------------------------- 9
Stand design & Layout------------------------------------------------------------------ 11
Stand Allocation-------------------------------------------------------------------------- 11

Part A - Page v
Part A General
4.7.2
4.7.3
4.7.4
4.7.5
4.8
4.9
4.10
5
5.1
5.2
5.3
5.4
6
7
8
9
9.1
10
11
12
12.1
12.1.1
12.1.2
12.1.3
Aircraft Parking & Docking------------------------------------------------------------- 11

Visual Docking Guidance Systems (A-VDGS)---------------------------------------11
Safety Instructions for Pilots---------------------------------------------------------- 12
Isolated Aircraft Parking Position---------------------------------------------------- 12
Table of Facilities------------------------------------------------------------------------- 12
Taxiway manoeuvring restrictions--------------------------------------------------- 14
Non-compliances with EASA Certification Specifications---------------------- 15
AERODROME CHARTS AND MAPS-------------------------------------------------- 17
Location of Aerodrome from the nearest towns--------------------------------- 17
Aerodrome Chart------------------------------------------------------------------------ 18
Aerodrome Parking / Docking Chart------------------------------------------------- 19
Aerodrome Operational Boundary / Access points------------------------------ 20
VISUAL AIDS INTRODUCTION------------------------------------------------------- 21
GENERAL----------------------------------------------------------------------------------- 21
SIGNALS------------------------------------------------------------------------------------ 21
SURFACE MARKINGS------------------------------------------------------------------- 21
Marking of Airfield Work In Progress----------------------------------------------- 22
SIGNS----------------------------------------------------------------------------------------22
VISUAL DOCKING GUIDANCE SYSTEM--------------------------------------------- 22
AERONAUTICAL GROUND LIGHTING (AGL)--------------------------------------- 22
General------------------------------------------------------------------------------------- 22
Provision of Lighting Runways------------------------------------------------------ 23
Provision of Lighting Taxiways and Aprons-------------------------------------- 23
Provision of Lighting Obstructions------------------------------------------------ 23
Part D - Particulars of the aerodrome required to be reported

to the Aeronautical Information Service
1
1.1
1.2
2
3
3.1
3.2
3.3
3.4
3.5
4
5
5.1
5.1.1
5.1.2
5.1.3
5.1.4
5.1.5
5.1.6
5.1.7
5.1.8
NAME AND ADDRESS------------------------------------------------------------------- 2

Name and Address of Aerodrome--------------------------------------------------- 2
Name and Address of Certificate Holder------------------------------------------- 2
GEOGRAPHICAL COORDINATES OF AERODROME REFERENCE POINT----- 2
AERODROME ELEVATION AND GEOID UNDULATION------------------------- 2
Elevation of Each Threshold and Geoid Undulation----------------------------- 2
Elevation of the Runway ends-------------------------------------------------------- 2
Significant High and Low Points along the Runway------------------------------ 2
Aerodrome Reference Temperature------------------------------------------------ 2
Aerodrome Beacon---------------------------------------------------------------------- 3
NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS----------3
AERODROME DIMENSIONS----------------------------------------------------------- 3
Runways------------------------------------------------------------------------------------ 3
True Bearing------------------------------------------------------------------------------- 3
Runway Designation--------------------------------------------------------------------- 3
Length and Width------------------------------------------------------------------------ 3
Displaced Threshold Location--------------------------------------------------------- 3
Slope---------------------------------------------------------------------------------------- 4
Surface Type------------------------------------------------------------------------------- 4
Type of Runway and Precision Approach Runway------------------------------- 4
Length, Width and Surface Types---------------------------------------------------- 4

Part A - Page vi
Part A General
5.1.8.1
5.1.8.2
5.1.9
5.1.10
5.2
5.2.1
5.3
5.3.1
6
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
6.9
7
7.1
7.2
7.3
7.3.1
7.4
7.5
7.6
7.7
7.8
8
8.1
9
10
10.1
10.2
10.3
10.4
11
12
13
14
15
16
16.1
16.2
16.3
16.4
16.5
16.6
16.7
16.8
16.9
Length, Width and Surface Type of Strip------------------------------------------- 4

Runway End Safety Areas-------------------------------------------------------------- 4
Stopways----------------------------------------------------------------------------------- 4
Clearway Length and Ground Profile------------------------------------------------ 4
Taxiways----------------------------------------------------------------------------------- 5
Length, Width and Surface Type of Taxiways------------------------------------- 5
Aprons-------------------------------------------------------------------------------------- 5
Apron Surface Type and Aircraft Stands-------------------------------------------- 5
VISUAL AIDS FOR APPROACH-------------------------------------------------------- 5
Approach Lighting Type---------------------------------------------------------------- 5
Runway 05R/23L Provision------------------------------------------------------------ 5
Runway 05R/23L Provision------------------------------------------------------------ 5
Approach Slope Indicator-------------------------------------------------------------- 5
Marking and Lighting of Runways---------------------------------------------------- 5
Marking and Lighting of Taxiways---------------------------------------------------- 5
Apron Lighting---------------------------------------------------------------------------- 6
Light Intensity Control------------------------------------------------------------------ 6
Power Supplies for Aerodrome Ground Lighting--------------------------------- 6
AERODROME SIGNAL, SIGNS AND MARKINGS---------------------------------- 7
Signals--------------------------------------------------------------------------------------- 7
Taxi Guidance Signs---------------------------------------------------------------------- 7
Markings----------------------------------------------------------------------------------- 7
Road Signs and Markings--------------------------------------------------------------- 7
Wind Sleeves------------------------------------------------------------------------------ 7
Stands--------------------------------------------------------------------------------------- 7
Aprons-------------------------------------------------------------------------------------- 7
Taxiways------------------------------------------------------------------------------------ 7
Runways------------------------------------------------------------------------------------ 7
NAVAIDS----------------------------------------------------------------------------------- 8
Location & Radio Frequency of VOR Aerodrome Checkpoints---------------- 8
LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES---------------- 8
Geographical Coordinates------------------------------------------------------------- 8
Threshold Runway Points-------------------------------------------------------------- 8
Taxiway Locations------------------------------------------------------------------------ 9
Aircraft stands---------------------------------------------------------------------------- 10
Obstacles----------------------------------------------------------------------------------- 13
PAVEMENT SURFACE TYPE & BEARING STRENGTH---------------------------- 16
PREFLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED------------------- 16
RUNWAY & RUNWAY INTERSECTION DECLARED DISTANCES--------------- 16
CONTACT DETAILS FOR REMOVAL OF DISABLED AIRCRAFT----------------- 16
TERMINATION OF OPERATIONS ---------------------------------------------------- 16
RESCUE AND FIREFIGHTING-----------------------------------------------------------16
Policy---------------------------------------------------------------------------------------- 16
Compliance with Regulatory Requirements--------------------------------------- 16
Safety Accountabilities----------------------------------------------------------------- 17
Depletion of RFFS------------------------------------------------------------------------ 17
Category of cover provided------------------------------------------------------------ 17
Alerting Procedures--------------------------------------------------------------------- 17
Procedures for Alerting MARFFS personnel-------------------------------------- 17
Depletion of specialist equipment--------------------------------------------------- 17
Reliance on other organisations to provide essential equipment------------18

Part A - Page vii
Part A General
16.10
16.11
16.12
16.13
16.14
16.15
16.16
16.17
16.18
16.19
Competence of MAFRS Personnel--------------------------------------------------- 18

1000M undershoot & overshoot areas--------------------------------------------- 18
Difficult Environs------------------------------------------------------------------------- 18
Domestic Fire Response---------------------------------------------------------------- 18
Landslide Incidents---------------------------------------------------------------------- 18
Loss of Fire Cover------------------------------------------------------------------------ 18
Additional Water Supplies------------------------------------------------------------- 19
Low Visibility Procedures--------------------------------------------------------------- 19
Training and Competence of First Aid personnel---------------------------------19
Medical Equipment---------------------------------------------------------------------- 19

Part A - Page viii
Part A General
Part E
Aerodrome Operating Policies and Procedures
Policies
ASI 1 Aircraft Engine Ground Running
ASI 2 Aircraft Compass Calibration
ASI 3 Test, Training and Ferry Flights
ASI 4 Aircraft Maintenance Activity
ASI 5 Airside Works (Development & Maintenance)
ASI 6 Access to Critical Part (CP)
ASI 7 Aerodrome Safeguarding
ASI 8 Aircraft Noise
ASI 9 Accident, Incident and Safety Occurrence Reporting
ASI 10 Airside Defect Reporting
ASI 11 Very Large Aircraft
ASI 12 Airside Audits
ASI 13 Safety Infringements
ASI 14 Aeronautical Weather Information
ASI 15 Low Visibility Procedures
ASI 16 Thunderstorms
ASI 17 Strong Wind & Gale Plan
ASI 18 Aircraft Pushback Procedures
ASI 19 Fixed Electrical Ground Power
ASI 20 Aviation Fuel Management
ASI 21 Spillages
ASI 22 Waste Disposal
ASI 23 Aircraft Washing
ASI 24 Push & Park Procedure
ASI 25 Aircraft Towing
ASI 26 Airbridge Operation
ASI 27 Aircraft Turnround Management
ASI 28 Storage and Handling of Unit Load Devices (ULDs)
ASI 29 Aircraft De-Icing
ASI 30 Airside Competency & Training
ASI 31 Airside Driving
ASI 32 Airside Vehicle & Equipment Standards
ASI 33 FOD & Airfield Sweeping
ASI 34 Detention of Aircraft
ASI 35 Removal of Disabled Aircraft
ASI 36 Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores

Part A - Page ix
Part A General
INTRODUCTION
1.
PREFACE
The Manchester Airport Aerodrome Manual clearly and concisely describes the systematic
approach to the operation of the aerodrome, demonstrating our commitment to managing
the aerodrome safely and effectively.
Whilst accountability starts at the top of any organisation it is essential that all individuals
understand their own responsibilities and accountabilities as defined within the manual.
The Aerodrome Manual is distributed to all Manchester Airport departments that have a role
in the safe operation of the aerodrome. It is also distributed widely to our Airline Operators
and Service Partners with Instructions and guidance to MA policy and procedures on the
airfield.
2.
PURPOSE OF THE AERODROME MANUAL

The Aerodrome Manual contains details of the characteristics, policies, operational
procedures for the safe operation of Manchester Airport in accordance with the Air
Navigation Order and the Aerodrome Certificate. The procedures contained within this
manual must be complied with by all users of the airport.
3.
AERODROME MANUAL STRUCTURE

EASA Authority, Organisation and Operations Requirements for Aerodromes, subpart E
identifies the required content of the Aerodrome Manual. A large part of the requirement is
provided in this document, but to avoid duplication of information, where other MA
documents provide the required information, then this manual will merely cross-refer to
such other documents. These are listed in Bibliography, at paragraph 8.

Part A - Page 1
Part A General
4.
AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE

The Aerodrome Manual will be published annually in December, to become effective on
January 1st of the following year, and will be valid for the entire calendar year. It is
distributed electronically to a list of recipients representing organisations involved with the
operation of aircraft and supporting services. The manual is also be viewable on the MAG
World Internet site www.magworld.co.uk/airfieldoperations from where it may be
downloaded as a PDF file.
Whilst the aerodrome manual is freely available to all, the Emergency Orders are only
available to authorised parties via a password-protected login. To apply for access to the
Emergency Orders, please send an email stating:
Name, Job Title, Organisation, Reason for access
To: airfieldoperations@manairport.co.uk
Hard copies are not produced by MA for distribution, but may be printed for internal office
use. Any hard copies printed by recipients of the electronic distribution are not controlled.
Care must be taken to ensure that paper copies are disposed of or fully amended at the
expiry date.
In order to guard against out of date information being in circulation, the manual will have
an expiry date included at the foot of each page. This will normally be the last day of the
calendar year.
Significant changes to text from the preceding edition are highlighted in Yellow which
appears light grey when printed in monochrome.
5.
AMENDMENTS
The Aerodrome Manual is a live document in the sense that it is maintained as a single
entity incorporating all up to date information. There are no supplements added during the
validity period - any significant 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, e.g. version 1, version 2, etc. Changes to contents from the preceding
edition will be highlighted in Yellow thus: abcdefghijklmnopqrstuvwxyz
Temporary amendments to facilities and procedures or changes awaiting incorporation into
a revised edition of the manual will be promulgated by Airside Directive. All recipients of this
manual will also receive Airside Directives.
Handwritten amendments to any edition of this manual are strictly prohibited. The MAG
World site will always carry the current version. The responsibility for noting and acting on
such amendments rests with the manual holder.

Part A - Page 2
Part A General
6.
CONDITIONS OF USE OF THE AERODROME

The terms and conditions for using the airport are set up in the booklet Schedule of Charges
and terms and Conditions of Use updated annually and available via the webpage
www.magworld/manchesteraviation
7.
OBLIGATIONS OF THE AERODROME OPERATOR

Manchester Airport is certificated by the UK Civil Aviation Authority under EU Regulation
139/2014. The certificate number is EGCC-001 and the issue date is 2nd March 2015. Under
the terms of this certificate the aerodrome certificate holder may not contravene or cause or
permit to be contravened any aerodrome certificate condition at any time in relation to the
flights specified in Article 208 of the ANO.
As the Certificate Holder, Manchester Airport is required to take all reasonable steps to
secure that the aerodrome and the airspace within which its visual traffic pattern is normally
contained are safe at all times for use by aircraft.
Manchester Airport is also required to have an Aerodrome Manual which contains all such
information and instructions as may be necessary to enable the aerodrome operating staff to
perform their duties as such including, in particular, information and instructions relating to
the matters specified in the ANO, Schedule 12. The Aerodrome Manual complies with all
obligations as placed on Manchester Airport by EASA.

Part A - Page 3
Part A General
8.
GLOSSARY TERMS & CONDITIONS

Aerodrome
Any area of land or water designed, equipped, set apart or commonly used to afford facilities
for the landing and departure of aircraft and includes any area or space, whether on the
ground, on the roof of a building or elsewhere, which is designed, equipped or set apart to
afford facilities for the landing and departure of aircraft capable of descending or climbing
vertically, but shall not include any area the use of which for affording facilities for the
landing and departure of aircraft has been abandoned and has not been resumed.
Aerodrome Elevation
The elevation of the highest point of the landing area.
Aerodrome Reference Point
The aerodrome reference point is the geographical location of the aerodrome and the centre
of its traffic zone where an ATZ is established.
Apron
A defined area on a land aerodrome provided for the stationing of aircraft for the
embarkation and disembarkation of passengers, the loading and unloading of cargo and for
parking.
Category 1 (CAT 1) Operation
A precision Instrument Approach and Landing with a 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.
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.
Category lllC (CAT lllC) Operation
A precision instrument approach and landing with no decision height and no runway visual
range limitations.
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
certificate holder, selected or prepared as a suitable area over which an aircraft may make a
portion of its initial climb to a specified height.

Part A - Page 4
Part A General
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.
Movement Area
That part of an aerodrome intended for the surface movement of aircraft including the
manoeuvring area, aprons and any part of the aerodrome provided for the maintenance of
aircraft.
Non-Instrument Runway
A runway intended for the operation of aircraft using visual approach procedures.
Obstacle
All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that are
located on an area intended for the surface movement of aircraft or that extend above a
defined surface intended to protect aircraft in flight.
Obstacle Free Zone
A volume of airspace extending upwards and outwards from an inner portion of the strip to
specified upper limits which is kept clear of all obstructions except for minor specified items.
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 1, 2
and 3 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.
Runway
A defined rectangular area, on a land aerodrome prepared for the landing and take-off run of
aircraft along its length.

Part A - Page 5
Part A General
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 suitable area in which an aircraft can be stopped in the case of a discontinued take-off.
Strip
An area of specified dimensions enclosing a runway and taxiway to provide for the safety of
aircraft operations.
Taxiway
A defined path, usually paved, on a land aerodrome established for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another, 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.
Vehicle Runway Access Point (VRAP)
Designated positions along the perimeter road in which vehicles are required to hold in order
to provide adequate clearance from a runway until clearance is given by ATC.
Vehicle Taxiway Access Point (VTAP)
Designated positions along the perimeter road to define access on to the taxiways.

Part A - Page 6
Part A General
9.
AAIB
ACL
ACN
AD
ADF
ADM
AFMM
AFS
AGL
AIS
ALARP
AMC
AOA
AOC
AOC
AOP
AOR
APCM
APPS
ASB
ASDA
ASI
ASAM
ASCO
OSMC
ASOO
ATC
ATCO
ATS
ATZ
ATSA
AVDGS
CAA
CAP
CCO
CDA
CEO
CP
CS
CTR
DME
DRA
DRDF
EASA
EDM
EMS
EMT
EPM
ABBREVIATIONS
Air Accident Investigation Branch
Airport Co-ordination Ltd
Aircraft Classification Number
Airside Directive (or may be Aerodrome in aeronautical context)
Automatic Direction Finder
Airfield Duty Manager
Airfield Facilities and Maintenance Manager
Airport Fire Service
Aeronautical Ground Lighting
Aeronautical Information Service
As Low As Reasonably Practicable
Acceptable Means of Compliance
Airport Operators Association
Airline Operators Committee
Airfield Operations Centre
Airfield Operations Procedure
Airfield Occurrence Report
Airfield Planning and Compliance Manager
Approach Surface
Airside Safety Bulletin
Accelerate Stop Distance Available
Airside Standing Instruction
Airfield Safety Assurance Manager
Airfield Safety & Compliance Officer
Operational Safety Management Committee
Airfield Senior Operations Officer
Air Traffic Control
Air Traffic Control Officer
Air Traffic Service
Aerodrome Traffic Zone
Air Traffic Services Assistant
Advance Visual Docking Guidance System
Civil Aviation Authority
Civil Aviation Publication
Chief Commercial Officer
Continuous Descent Approach
Chief Executive Officer
Critical Part
Conical Surface
Control Zone (Air Traffic Control)
Distance Measuring Equipment
Development Risk Assessment
Digital Read out Direction Finder
European Aviation Safety Agency
Engineering Duty Manager
External Maintenance Supervisor
External Maintenance Team
Emergency Planning Manager

Part A - Page 7
Part A General
ESTM
ETB
FOD
FSOM
GA
GHSL
GM
GMC
GMP
GSB
HAO
HAZOP
HR
HSE
H24
ICAO
IFR
IHS
ILS
IMC
IRVR
KSPI
LCC
LDA
LOP
LPA
LSA
LVP
MA
MAG
MAG CD
MAFRS
MANTIS
MATS
MASHCO
MOR
MOTNE
MT
NATS
NNI
NOTAM
NWAS
OFZ
OHS
OLS
ORA
PAPI
PCN
PCV
PHI
PNdB
Engineering Shift Team Manager

Engine Test Bay
Foreign Object Debris
Fire Service Operations Manager
General Aviation
Ground Handling Service License
Guidance Material
Ground Movement Control
Greater Manchester Police
Group Safety Board
Head of Airside Operations
Hazard and Operations analysis
Human Resources
Health and Safety Executive
24 hours a day, every day.
International Civil Aviation Organisation
Instrument Flight Rules
Inner Horizontal Surface
Instrument Landing System
Incident Management Centre
Instrumented Runway Visual Range
Key Safety Performance Indicator
Live Communications Centre
Landing Distance Available
Local Operating Procedure
Local Planning Authority
Localiser Sensitive Area
Low Visibility Procedures
Manchester Airport
Manchester Airport Group
MAG Capital Delivery
Manchester Airport Fire and Rescue Service
Manchester Airport Noise Tracking Information System
Manual of Air Traffic Services
Manchester Airport Storage and Handling Company (Aviation Fuel)
Mandatory Occurrence Report
Meteorological Observation Telecommunications Network Europe
Motor Transport
National Air Traffic Services Ltd
Noise and Number Index
Notice to Airmen
North West Ambulance Service
Obstacle Free Zone
Outer Horizontal Surface
Obstacle Limitation Surface(s)
Operational Risk Assessment
Precision Approach Path Indicator
Pavement Classification Number
Passenger Carrying Vehicle
Preliminary Hazard Identification
Perceived Noise Decibels

Part A - Page 8
Part A General
PPE
PPR
PSM
PSZ
RAP
RESA
RFFS
RIV
RoSPA
RPE
RTF
RVP
RVR
SARG
SID
SIP
SMM
SMR
SMS
SNOWTAM
SRA
SSC
SSR
STAR
TAP
TDZ
TOCS
TODA
TORA
TS
UK AIP
ULD
VCR
VFR
VOR
WIP
WM
Personal Protective Equipment

Prior Permission Required
Passenger Services Manager
Public Safety Zone
Runway Access Point
Runway End Safety Area
Rescue and Fire Fighting Services
Rapid Intervention Vehicle
Royal Society for the Prevention of Accidents
Respiratory Protective Equipment
Radio Telephony
Rendezvous point
Runway Visual Range
Safety & Airspace Regulation Group (CAA)
Standard Instrument Departure
Safety Improvement Plan
Safety Management Manual
Surface Movement Radar
Safety Management System
Snow State Message to Airmen
System Risk Assessment
Safety Severity Categorisation
Secondary Surveillance Radar
Standard Arrival Route
Taxiway Access Point
Touch Down Zone
Take-Off Climb Surface
Take Off Distance Available
Take Off Run Available
Transitional Surface
UK Aeronautical Information Publication
Unit Load Device
Visual Control Room
Visual Flight Rules
VHF Omni Directional Radio Range
Work-In-Progress (Airside works areas or activities)
Watch Manager (ATC)

Part A - Page 9
Part A General
10.
BIBLIOGRAPHY
CAP 32 UK Aeronautical Information Publication
CAP 232 Aerodrome Survey Information
CAP 382 Mandatory Occurrence Reporting Scheme
CAP 393 Air Navigation: The Order and the Regulations
CAP 413 Radiotelephony Manual
CAP 493 Manual of Air Traffic Services Part 1
CAP 576 Aerodrome Model Emergency Orders
CAP 637 Visual Aids Handbook
CAP 642 Airside Safety Management
CAP 670 Air Traffic Services Safety Requirements
CAP 683 The Assessment of Runway Surface Friction for Maintenance Purposes
CAP 699 Standards for the Competence of RFFS Personnel
CAP 700 Operational Safety Competencies
CAP 726 Guidance for Developing and Auditing a Formal Safety Management System
CAP 738 Safeguarding of Aerodromes
CAP 748 Aircraft Fuelling and Fuel Installation Management
CAP 760 Hazard Identification, Risk Assessment and the Production of Safety Cases
CAP 772 Birdstrike Risk Management
CAP 781 Runway Rehabilitation
CAP 790 Airfield Driver Standards
CAP 791 On Aerodrome Developments
ICAO Annex 14 Volume 1 Aerodrome Design & Operations
ICAO 9157 Aerodrome Design Manual (Parts 1-5)
ICAO 9870 Manual on the Prevention of Runway Incursions
ICAO 9859 Safety Management Manual
ICAO 9774 Manual on the Certification of Aerodromes
ICAO Airport Services Manual Part 7 Airport Emergency Planning
ICAO Annex 13 Aircraft Accident & Incident Investigation
Manchester Airport Emergency Orders
Manchester Airport Fire and Rescue Service Orders
Manchester Airport Engineering Procedures Manual
EASA Authority, Organisation and Operations Requirements for Aerodromes
Acceptable Means of Compliance / Guidance Material

Part A - Page 10
Part A - General
TECHNICAL ADMINISTRATION
11.
NAME AND ADDRESS OF AERODROME

Manchester Airport
Olympic House
Manchester Airport
Manchester
M90 1QX
12.
NAME AND ADDRESS OF CERTIFICATE HOLDER

Manchester Airport
Olympic House
Manchester Airport
Manchester
M90 1QX
13.
LEGAL POSITION REGARDING AERODROME CERTIFICATION
13.1
Certification Requirement
The Air Navigation Order requires that certain flights, in particular Public Transport Flights
and Flying Training take place at a Certificated Aerodrome.
The Aerodrome Certificate, issued by UK CAA under EU Regulation 139/2014, provides for
Public Transport use of the Aerodrome.
13.2
Certificate Compliance
The Operations Director is responsible for ensuring that Manchester Airport complies with
the conditions of the Aerodrome Certificate.
13.3
Use of the Airport

Subject to the conditions of the certificate nothing shall be taken to confer on any person the
right to use the Aerodrome without the consent of the certificate holder.
The MA Operations Director shall inform the Authority of the times during which the
Aerodrome is to be generally available for the take-off and landing of aircraft, and of any
changes in those times.

Part A Page 11
Part A - General
13.4
Types of Operations Permitted

Instrument and Visual flying operations of the following types:
Air Transport passenger and cargo
Training flights for normal air transport operations
Positioning flights
Commercial helicopter flights
General aviation flights
The largest aircraft type certified to use the airport is Airbus A380
14.
KEY POST HOLDERS
Current Post holder
Position
Ken OToole
Rad Taylor
Managing Director
Operations
Director
Manager)
Head of Fire & Emergency Services
Airfield & Network Performance
Manager
Asset Management Director
General Manager ATC (NATS)
Simon Woodward
Chris Wild
Steve McCusker
Rick Mernock
Ian Costigan
John Mayhew
Position authorised to deputise in

the event of absence
Operations Director
(Accountable HAO/APCM

Fire Service Operations Manager

Operations Director
Deputy Head of Airside Operations
Operations Director
Head of Asset Management Services
Manager Operations & Training
(NATS)
Part A Page 12
Part A - General
15.
MANAGEMENT REPORTING STRUCTURES
15.1
Manchester Airports Group
15.2 Manchester Airport
15.3 Manchester Airport Operations

Part A Page 13
Part A - General
15.4
Airfield Safety & Compliance
15.5
Airfield Operations

Part A Page 14
Part A - General
15.6
Fire & Emergency Services
15.7
Airfield & Network Performance

Part A Page 15
Part A - General
15.8
N.A.T.S. (ATC)

Part A Page 16
Part B Safety Management System
Part B

Part B Page 1

CONTENTS
Safety Policy & Organisation
Page
1
1.1
1.2
OVERVIEW--------------------------------------------------------------------------------- 6
Context ------------------------------------------------------------------------------------- 6
Scope of the Safety Management System ---------------------------------------- 7
2
2.1
2.2
2.2.1
2.3
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.4.8
2.4.9
2.4.10
2.5
2.5.1
2.5.2
SAFETY POLICIES & MANAGEMENT STRUCTURES

Manchester Airport Airfield Safety Policy------------------------------------------ 8
Key Safety Post holders----------------------------------------------------------------- 9
Deputising for Absence----------------------------------------------------------------- 9
Exceptional Circumstances-------------------------------------------------- ---------- 10
Safety Accountabilities & Responsibilities----------------------------------------- 11
Managing Director----------------------------------------------------------------11
Operations Director (Accountable Manager)-------------------------- ---------- 12
Asset Management Director----------------------------------------------------------13
Head of Fire & Emergency Services------------------------------------------------- 14
Head of Asset Maintenance Optimisation----------------------------- ---------- 15
Airfield Planning & Compliance Manager (Safety Manager)------------------ 16
Head of Asset Management Services----------------------------------------------- 17
Head of Airside Operations ----------------------------------------------------------- 18
Airfield Duty Managers ---------------------------------------------------------------- 19
Airfield & Network Performance Manager----------------------------------------20
Competency & Fitness for Duty-------------------------------------------- ---------- 21
Competency------------------------------------------------------------------------------- 21
Fitness for Duty--------------------------------------------------------------------------- 21
3
3.1
3.1.1
3.1.2
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.3
SAFETY COMMITTEES-------------------------------------------------------------------22
MAG Safety Committees-------------------------------------------------------------- 22
MAG Group Safety Board--------------------------------------------------- ---------- 22
MAG Aviation Operations Board----------------------------------------------------- 23
MA Aerodrome Safety Committees------------------------------------------------- 23
Manchester Airport Safety Board --------------------------------------------------- 23
Operational Safety Management Committee ----------------------------------- 24
Safety Performance Committee (A)------------------------------------------------- 25
Safety Performance Committee (B)------------------------------------------------- 26
Airfield Safety Strategy Group-------------------------------------------------------- 27
Flight Operations Safety Committee------------------------------------------------ 28
Local Runway Safety Team------------------------------------------------- ---------- 29
Emergency Planning Committee----------------------------------------------------- 30
Safety Committee Attendance ------------------------------------------------------- 31
4
4.1
4.2
4.3
4.4
4.5
SAFETY INTERFACES & STAKEHOLDERS-------------------------------------------- 32

National Air Traffic Services (NATS)------------------------------------------------- 32
Civil Aviation Authority (CAA)---------------------------------------------------- 32
External Emergency Services---------------------------------------------------------- 32
Service Partners-------------------------------------------------------------------------- 32
Other MA Departments---------------------------------------------------------------- 33

Part B Page 2

4.5.1
4.5.2
4.5.3
4.5.4
Environment-------------------------------------------------------------------------------33
Asset Management / Capital Delivery---------------------------------------------- 33
Terminal Engineering--------------------------------------------------------- ---------- 33
Airside Bussing --------------------------------------------------------------------------- 33
5
5.1
SAFETY TARGETS-------------------------------------------------------------- ---------- 33

Safety Improvement Plan-------------------------------------------------------------- 33
EMERGENCY PLANNING----------------------------------------------------- ---------- 34
DOCUMENT & DATA MANAGEMENT---------------------------------------------- 35

Types of Documentation and Notices------------------------------------ ------- -- 35
Document Owners----------------------------------------------------------------------- 36
Issue Methods------------------------------------------------------------------ ---------- 36
Amending of Documents--------------------------------------------------------------- 36
Operational and Administrative Changes------------------------------------------ 37
Email Address----------------------------------------------------------------------------- 37
Changes to Regulatory Documentation---------------------------------- ---------- 37
Aeronautical Data Quality [ADQ]----- ---------------------------------------------- 37
The Recording of Aircraft Movements--------------------------------------------- 37
Record Keeping---------------------------- --------------------------------------------- 38
7.1
7.2
7.3
7.3.1
7.3.2
7.3.3
7.4
7.5
7.6
7.7
Safety Risk Management

8
8.1
8.1.1
8.2
8.2.1
8.2.2
8.2.3
8.2.4
8.2.5
8.2.6
8.2.7
Safety Risk Management------------------------------------------------ ---------- 39

Introduction------------------------------------------------------------------------------- 39
Definitions and Terminology ------------------------------------------------- ------- 39
Safety Risk Management Methodology -------- ---------------------------------- 40
Objective ------------------------ ------------------------------------------------- ------- 40
Requirement-------------------- ------------------------------------------------- ------- 40
Scope ----------------------------- ------------------------------------------------- ------- 40
Responsibilities------------------ ------------------------------------------------- ------- 41
The System Risk Management (SRM) Process -------------------------- ------- 41
Risk Assessment Methodology - Guidance ------------------------------- ------- 48
References ---------------------------------------- ------------------------------- ------- 50
9
9.1
9.2
9.3
9.4
9.5
9.6
9.6.1
AIRFIELD SAFETY REPORTING & INVESTIGATION------------------------------ 51

Airfield Occurrence Reports----------------------------------------------------------- 51
Mandatory Safety Reporting---------------------------------------------------------- 51
Reporting Procedures------------------------------------------------------------- ----- 51
Incident / Accident Investigation----------------------------------------------------- 52
Follow Up Actions------------------------------------------------------------------------ 52
Categorisation of MOR Incidents----------------------------------------------------- 52
Definitions----------------------------------------------------------------------- ---------- 53

Part B Page 3

Safety Assurance
10
10.1
10.2
SAFETY PERFORMANCE MONITORING-------------------------------------------- 54

Safety Severity Categorisation-------------------------------------------------------- 55
Safety Surveys---------------------------------------------------------------------------- 56
11
11.1
11.2
11.3
11.4
11.5
11.6
CONTRACTED ACTIVITIES------------------------------------------------------------- 57
ILS Inspections---------------------------------------------------------------------------- 57
Compass swing Provision-------------------------------------------------------------- 57
Aerodrome Survey Data & treatment of obstacles------------------------------ 57
The management of air traffic-------------------------------------------------------- 57
Aeronautical Ground Lighting--------------------------------------------------------- 57
Navigational Aids------------------------------------------------------------------------- 57
12
12.1
12.1.1
12.1.2
12.2
12.3
12.3.1
12.3.2
12.3.3
12.3.4
12.3.5
12.3.6
12.3.7
12.3.8
12.3.9
SAFETY AUDITING----------------------------------------------------------------------- 58
Airside Safety Audits-------------------------------------------------------------------- 58
Safety Audit Process--------------------------------------------------------------------- 59
Safety Audit Schedule------------------------------------------------------------------- 60
Manchester Airport Group Auditing ----------------------------------------------- 60
Audit Frequency-------------------------------------------------------------------------- 60
Auditable Areas--------------------------------------------------------------------------- 61
The Airfield Operations Safety Audit Team---------------------------------------- 61
Audit Plan--------------------------------------------------------------------------------- 62
Audit Conduct----------------------------------------------------------------------------- 62
Open Meeting----------------------------------------------------------------------------- 62
Audit Procedure-------------------------------------------------------------------------- 62
Closing Meeting-------------------------------------------------------------------------- 63
Audit Response--------------------------------------------------------------------------- 63
Audit Follow-up-------------------------------------------------------------------------- 63
13
13.1
13.2
13.3
SAFETY REPORTING--------------------------------------------------------------------- 64
Open Reporting System---------------------------------------------------------------- 64
Safety Issue Reporting------------------------------------------------------------------ 64
Voluntary Safety Reporting------------------------------------------------------------ 64
14
SAFETY COMPETENCY FRAMEWORKS--------------------------------------------- 64
15
15.1
15.1.1
15.1.2
15.2
15.2.1
15.2.2
15.2.3
15.2.4
15.2.5
15.2.6
15.3
15.3.1
MANAGEMENT OF CHANGE---------------------------------------------------------- 65
Introduction ------------------------------------------------------------------------------ 65
Changes Requiring Notification to Competent Authority --------------------- 65
Changes not Requiring Notification to Competent Authority ---------------- 65
The Management of Change (Personnel)------------------------------- ---------- 66
Requirement ----------------------------------------------------------------------------- 66
Responsibilities---------------------------------------------------------------- ---------- 66
Direct Role Replacement --------------------------------------------------- ---------- 66
Merger of Roles --------------------------------------------------------------- ---------- 66
Guidance--------------------- --------------------------------------------------- ---------- 66
References ------------------ --------------------------------------------------- ---------- 67
The Management of Change (System/Equipment/Procedure)---- ---------- 67
Requirement---------------- --------------------------------------------------- ---------- 67

Part B Page 4

15.3.2
15.3.3
15.3.4
15.3.5
15.3.6
Responsibilities------------- --------------------------------------------------- ---------- 67

Procedural change-------- --------------------------------------------------- ---------- 67
System/Equipment change------------------------------------------------- ---------- 67
Guidance------------------------------------------------------------------------ ---------- 68
References---------------------------------------------------------------------- ---------- 68
Safety Promotion
16
SAFETY COMMUNICATIONS---------------------------------------------------------68
17
17.1
17.2
17.3
17.4
SAFETY TRAINING & EDUCATION---------------------------------------------------69

Manchester Airport Staff--------------------------------------------------------------- 69
Third Party Company Staff------------------------------------------------------------- 69
External Groups-------------------------------------------------------------------------- 69
Human Factors---------------------------------------------------------------------------- 69

Part B Page 5

1.
OVERVIEW
The definition of SMS is as follows:
A Safety Management System (SMS) is an organised approach to managing safety,
including the necessary organisational structures, accountabilities, policies, and procedures.
Whilst safety has always been managed as a priority in Airfield Operations at Manchester
Airport, the Safety Management System (SMS) is designed to ensure that it is carried out in a
formal and structured fashion.
Part B of this manual describes the policies and processes for the management of airfield
safety throughout Manchester Airport Airfield Operations.
The Airfield Planning & Compliance Manager is responsible for ensuring that the SMS is
reviewed annually in line with the formal issue of the Aerodrome Manual at the beginning of
each calendar year so that it remains accurate and suitable.
1.1
Context
The Manchester Airport Airfield Operations Safety Management System is concerned with
Operational Safety and the management of risk on the aerodrome. There are two other
elements under the general title of Risk at Manchester Airport; namely Occupation Health &
Safety and Business Impact Risk. Whilst all three elements are crucial and necessary, it is
important to emphasise that this SMS, and all that is contained within it, focuses only on
Operational Safety. The other two areas concern risks to people or to the health of the
company as illustrated below.
Safety and Risk at Manchester Airport

Part B Page 6

The departments that fall under the operations SMS are:
Airfield Operations, Safety & Compliance
Airfield Operations
Manchester Airport Fire & Rescue Service (MAFRS)
Asset Management
Motor Transport
1.2
Scope of the Safety Management System

Manchester Airports Safety Management system (SMS) forms the top-tier; strategic outline
of the way safety is managed across the Manchester Airport Airfield site. It identifies the
principles that govern our safety management, and where relevant, relates to documents
that outline more specifically the procedures and actions that are carried out in Part E.
The SMS relates to other aerodrome documentation in the following way:

Part B Page 7

2
2.1
SAFETY POLICIES & MANAGEMENT STRUCTURES

Manchester Airport Airfield Safety Policy
Air transport operations can be hazardous. Risks must be managed and safety will be
embedded in our business thinking.
The Manchester Airport Accountable Manager and members of senior management will lead
and set the standards for a safe airport operation to achieve our safety performance
objectives and targets.
Therefore, our commitment is to:
a) Operate and continually develop an effective Airfield Operations Safety Management
System to provide a systematic foundation for safety in all our airfield activities.
b) Ensure that aerodrome safety is suitably prioritised when considered relative to
commercial, operational, and environmental conflicts.
c) Comply with and, when considered necessary, exceed legislative and regulatory
requirements and standards.
d) Clearly define for all our staff their responsibilities for the delivery of airfield safety
performance.
e) Ensure that all our staff are provided with adequate and appropriate training, are
competent in safety matters, and are only allocated tasks commensurate with their
skills.
f) Ensure that sufficient resources are available to implement our safety policies and
activities.
g) Demonstrate and provide leadership across third parties operating on airfield to
minimise the risks associated with aerodrome operations.
h) Operate a safety risk management process to ensure that Operations safety risks are
reduced to be As Low as Reasonably Practicable (ALARP).
i) Ensure that externally supplied systems and services that impact upon the safety of our
operations meets appropriate safety standards.
j) Audit, record, and review our safety performance against realistic objectives and/or
targets, take appropriate action when required, and establish continuing improvement.
k) Ensure that appropriate safety information is provided to all airfield users and
employees, and that people are aware of risks and relevant safety control measures.
l) Promote a Just safety culture which creates an environment that allows employees to
report all incidents and safety concerns without the threat of censure, disciplinary action
or subsequent loss of employment, except when there is gross negligence , or a
deliberate or wilful disregard to our standard operating practices and procedures.
Rad Taylor (The Accountable Manager)

Operations Director

January 2016
Part B Page 8

2.2
2.2.1
Key Safety Post holders

Managing Director
Ken OToole
Operations Director (The Accountable Manager)
Rad Taylor
Deputising for Absence

When members of staff with key safety responsibilities are absent from work, it is essential
that a competent colleague assumes their safety responsibilities. In general, the following
applies:
Any person assuming the responsibilities of another must be deemed competent in terms of
technical / operational knowledge to do so. A senior manager who, out of necessity, is
required to authorise action on behalf of another, but who lacks the relevant competency,
must act in accordance with advice from a suitably competent subordinate.
Subordinates are deputised for by their manager i.e. the Operations Director takes over the
responsibilities of the Airfield Planning & Compliance Manager.
Outside of normal office hours
Due to the disparity between office based and shift based working patterns, it may be
necessary for a subordinate to take over their managers safety responsibilities. This is
particularly the case for the Airfield Duty Managers (ADM). In general, the ADM takes over
the Head of Airside Operations safety responsibilities outside of normal office hours i.e.
nights and weekends. The ADM is deemed competent and is authorised to take any action
required to ensure the immediate safety of aircraft operations at any time.
Urgent matters/Last resort

At times where an immediate decision needs to be made, the most senior person available
(judged using the organisation charts in this document) is authorised to make a decision that
resolves a temporary situation. At the earliest opportunity, any temporary decisions will be
reviewed through the standard formal processes described in this manual and any further
action or changes taken as appropriate.
The Airport Leadership Team (ALT) roster ensures that a member of the MA senior
management is available 24 hours a day, 365 days a year. The ALT roster is designed to
ensure senior management presence immediately should the situation warrant it. The ALT
roster is also aligned to the Emergency Orders which take effect should an emergency occur,
and therefore ensure that the correct decision makers are in place at all times.

Part B Page 9

Long-term absence
Should a staff member with safety responsibilities remain absent for an extended period (i.e.
over four weeks) arrangements should be made to introduce a temporary position to act up.
The position that is temporarily covered would be preceded by the word Acting e.g. Acting
Asset Management Lead. This temporary post would then assume the full safety
responsibilities of the post being covered. Consultations with HR will precede confirmation
of any long-term temporary arrangements.
NB - This policy only reflects deputising for absence regarding safety responsibilities. Local
policies are in place for covering standard items such as meeting attendance, sickness
reporting etc.
2.3
Exceptional Circumstances
There may be rare occasions where a need arises to carry out operations against set policies
for a temporary period, such as during development works. Any temporary procedures will
be carefully assessed and special measures put in place to ensure that safety is not
compromised. These exceptional circumstances will require approval from the Operations
Director or will be approved through the Operational Safety Management Committee.

Part B Page 10

2.4
Safety Accountabilities & Responsibilities
2.4.1
Managing Director
Current Post Holder
Ken OToole
Aerodrome Safety Accountabilities
The Managing Director is accountable to the MAG Chief Executive Officer
Key Aerodrome Safety Responsibilities
Ensure that relevant safety significant issues are brought to the attention of the Board.
Ensure the Airports operation is sufficiently resourced to meet the requirements of
maintaining the Aerodrome Certificate.
Promote and endorse a Just safety culture throughout the whole organisation which
creates an environment that allows employees to report all incidents and safety concern.
Ensure that full consideration is given to safety integrity in changes to the airports
organisational structure and business processes and physical infrastructure.
Ensure that all key postholders are aware of their safety responsibilities.
The following signature of the post holder confirms their acceptance of the above aerodrome
safety responsibilities.

Part B Page 11

2.4.2
Operations Director (Accountable Manager)

Current Post Holder
Rad Taylor
The Operations Director is the nominated Accountable Manager for Manchester Airport, and
therefore is accountable for all safety related issues. The Operations Director is accountable
to the Managing Director.
Accountable manager for the Aerodrome as defined in EASA ADR.OR.D.015 (Personnel
Requirements).
Ensure the Airports operation is sufficiently resourced to meet the requirements of
maintaining the Aerodrome Certificate.
Set high level safety targets and objectives and monitor achievement through chairing of
the Manchester Airport Safety Board.
Implement and monitor safety targets and objectives to drive safety improvement and
the reduction in identified top risks, where possible.
Ensure that suitable qualified and competent persons are employed in operational and
safety critical roles, as defined in the Aerodrome Manual.
Ensure that the defined top risks and risk profile is effective and maintained up to date.
Ensure that a strategy is in place to maintain airfield infrastructure in a safe condition.
Ensure sufficient resources are in place to undertake investigations into safety significant
incidents/accidents.
Ensure that all key postholders are aware of their safety responsibilities.
Having the authority to provide a competency ANSP provision including personnel, ATC
systems and equipment.

Part B Page 12

2.4.3
Asset Management Director

Current Post Holder
Ian Costigan
The Asset Management Director is accountable to the Managing Director.
Ensures that people, processes and systems are continuously reviewed and updated to
ensure that regulatory and service KPIs are continuously met or exceeded.
Plan, supply and/or co-ordinate major and key operational activities and/or services in
an efficient and timely manner to support both secure and efficient airport operations.
Oversee and co-ordinate the development and maintenance of emerging plans and
procedures to ensure the maximum safeguarding of life and to minimise the impact of
emergency situations.
Ensure that resources are in place to maintain airfield infrastructure in a safe condition.
Ensure that the defined asset management risk register is effective and maintained up
to date.
Ensure that suitable qualified and competent persons are employed in asset critical
roles.
Ensure that all departmental key postholders are aware of their safety responsibilities.

Part B Page 13

2.4.4

Current Post Holder
Simon Woodward
The Head of Fire & Emergency Services is accountable to the Operations Director.
Ensure the Emergency Orders are in place, regularly tested and kept up to date.
Ensure that all employees are aware of their safety accountabilities with regards to the
Emergency Orders.
To provide a Rescue and Firefighting Service that meets the outputs of the RFFS Task and
Resource Analysis (TRA).
Ensure that the airports rescue and firefighting capability meets the declared category
within the UK AIP, ensuring accuracy of category promulgation at all times.
Ensure that all fire fighters are trained in accordance with EASA requirements and local
operating procedures, and maintain competencies
Ensure local operating procedures (Fire Service Procedures Manual) are in place and
kept up to date.
Provide and maintain in a safe condition training rigs, equipment and apparatus for fire
service requirements for realistic fire training, in line with established safety protocols
and to the required EASA standards.
Ensure that operational risk assessments for Fire and Emergency Planning activities are
kept up to date and reviewed in accordance with company procedures.
Ensure that emergency response to aircraft accidents and significant incidents are
investigated thoroughly in accordance with company procedures and recommendations
implemented through the Emergency Orders.

Part B Page 14

2.4.5
Head of Asset Maintenance Optimisation

Current Post Holder
Vacant
The Head of Asset Maintenance Optimisation is accountable to the Asset Management
Director.
Ensure that the Aerodrome Ground Lighting (AGL) including Visual Docking Guidance
Systems are installed and maintained to the requirements of the EASA Certification
Specifications CS.ADR-DSN.M.
Ensure that aerodrome signage installed meets and is maintained to the requirements of
EASA CS.ADR-DSN.N.
Ensure that the AGL control system, including VCR use interface and runway incursion
sensors are maintained so as to function as required by CAP 670.
Ensure that the AGL control system has the required safe failure modes.
Ensure that Fixed Electrical Power Supplies are available as published and provide power
in accordance with required specifications.

Part B Page 15

2.4.6
Airfield Planning & Compliance Manager (Safety Manager)

Current Post Holder
Chris Wild
The Airfield Planning & Compliance Manager is accountable to the Operations Director.
Ensure that airfield safety considerations are taken into account during the planning
process for all airside development projects and maintenance works.
Ensure all proposed new airside infrastructure is assessed for its safety implications and
compliance with the requirements of EASA and ICAO Annex 14.
Ensure details of all work in progress are promulgated in accordance with the
Manchester Airport Airside Directives.
Ensure that Aerodrome Safeguarding assessments are undertaken in accordance with
CAP 738 and that appropriate safety consultation takes place.
Ensure the MA Aerodrome Manual is reviewed and updated as required.
Ensure that Manchester Airport adopts a formal change management process during
periods of personnel, system/equipment/procedural changes.
Ensure that aeronautical information is promulgated in a timely and accurate manner
through the UK AIP and associated publications.
Ensure that up to date survey information is available in accordance with CAP 232 and
that a system is in place to manage the obstacle environment.
Ensure procedures and systems are developed in accordance with Manchester Airport
SMS and that continued review and development takes place.
Ensure compliance with conditions of the Manchester Airport Aerodrome Certificate or
that variations are formally documented with the EASA.
Develop strategies to reduce operational accidents and incidents.
Set objectives to ensure performance/safety targets and standards are achieved by
Airside Operations.
Ensure the continuous improvement and development of the Safety Management
Systems applicable to activities in Airside Operations.
Establish and maintain policies and procedures that ensure compliance with CAP 700.
Monitor safety performance and target improvement activity through chair of OSMC and
elevate to the Manchester Airport Safety Board, as appropriate.
Promote Safety Culture through liaison with airport stakeholders.
Ensure that accidents and significant incidents are investigated thoroughly in accordance
with company procedures.
Develop systems which support and improve the delivery of operational LOP's and SMS
principles.

Part B Page 16

2.4.7

Current Post Holder
Stephen Johnston
The Head of Asset Management Services is accountable to the Asset Management Director.
Oversee and co-ordinate the overall planning and control of regular and ad-hoc quality
assurance reviews and investigations in major and key operational areas to ensure
quality standards are maintained.
Ensure that airfield pavements for use by aircraft are maintained free of FOD and in good
structural repair so as to cause no hazard to aircraft.
Ensure the provision of a service dedicated to the safe containment and clean-up of all
types of spillages.
Provide adequate resources to respond to an emergency situation as dictated by the MA
Emergency Orders and to service the Winter Operations Plan.
Provide adequate resources to respond and to service the Winter Operations Plan.
Ensure that repairs to paved and landscaped surfaces are undertaken to a safe standard.
Ensure that Airfield grasslands and other soft ground areas are maintained in a condition
to deter wildlife activity, as described in CAP 772 and as requested by the Airfield
Wildlife Control Manager.
Ensure that regular assessments of Runway Friction are undertaken in accordance with
CAP 683, local operating procedures, and Airfield Standing Instructions.
Ensure that electrical power supplies are maintained with the required supplementary
back-up systems so as to provide an uninterrupted supply to essential AGL and
navigational aids during Low Visibility Operations.
Ensure that suitably skilled manpower is available at all times to rectify faults or
configure AGL and power supplies as required by the ADM or ATC.
Ensure that runway lighting is maintained and tested for performance against rated
output as required for IRVR de-rating credit.
Ensure that systems are in place to inform the Airfield Duty Manager immediately of any
derogation in the characteristics of runway friction, pavement condition, or AGL.
Ensure crash and fire alerting systems in are in place and functioning in accordance with
the requirements of the Manchester Airport Emergency Orders.
Ensure that a system is in place to brief staff on the content of Airside Directives and
other operational notices, with special regard to any specific duties and actions.
Ensure that the aerodrome ground markings are applied and maintained to the
requirements of the EASA Certification Specifications CS.ADR-DSN.L.

Part B Page 17

2.4.8

Current Post Holder
Steve McCusker
The Head of Airside Operations is accountable to the Operations Director.
Ensure that a thorough system of airfield inspections is carried out, recorded and
followed up.
Manage resource to provide airside safety services including, Discipline and policing of
apron safety in accordance with CAP 642 and MA policies, Aircraft marshalling, Aircraft
and vehicle escort.
Ensure that an effective Wildlife Hazard Management Plan is in place and reviewed on
an annual basis.
Ensure that a system for reporting of safety significant occurrences is in place, including
MOR and Reportable Accidents.
Ensure systems are in place that facilitates the safe allocation of aircraft to apron parking
stands.
Ensure that MA and other airside users comply with all airside safety standards and
recommended practices in accordance with the requirements of the Aerodrome Licence,
Aerodrome Manual, local operating procedures, and safety instructions.
Ensure that all departmental key postholders are aware of their safety responsibilities.
Ensure that all operational staff are trained and competent to carry out duties within the
LOPs.
Design and implement LOP's that support high level safety instructions and policies in
accordance with safety measures identified in operational risk assessments.
Ensure that allocated operational risk assessments are kept up to date and reviewed in
accordance with company procedures.
Ensure that the aerodrome remains safe for use in adverse weather conditions through
development, review, and activation procedures.
Ensure an effective emergency response is provided by Airfield Operations in accordance
with the Manchester Airport Emergency Orders.
Ensure that runway friction characteristics meet or exceed Minimum Friction Level as
defined by CAP 683.

Part B Page 18

2.4.9
Airfield Duty Managers

The Airfield Duty Managers (ADMs) are accountable to the Head of Airside Operations.
The ADM is the senior aerodrome operational authority in the absence of the Operations
Director or his/her deputy (Head of Airside Operations).

Part B Page 19

2.4.10
Airfield & Network Performance Manager

Current Post Holder
Rick Mernock
The Airport Performance Manager is accountable to the Operations Director.
Ensure operational efficiency programmes are fully aligned with safety management
policies and principles.
Aircraft stand allocation system.
Discharging Airfield Control responsibilities detailed within the Emergency Orders.

Part B Page 20

2.5
Competency & Fitness for Duty

Staff that are both competent and fit for duty are essential to any safe system of work. As
such, policies relating to both competency and fitness for duty are shown below.
2.5.1
Competency
All relevant issues relating to competency are described in the following document:
Manchester Airport Airfield Competency Framework
This document is held and controlled by the Airfield Safety Assurance Manager.
2.5.2
Fitness for Duty

All staff employed by Manchester Airport are expected to adhere to the HR policies that
form part of the standard Terms & Conditions of employment. Such policies can be found on
the MAG Intranet in the following section:
MA Policies & Processes (found on the left hand side of the homepage) or via the following
link: MA HR Policies

Part B Page 21

3
SAFETY COMMITTEES
The integrated structure of safety committees provides for oversight of safety performance
and management throughout MA Operations. Safety committees also ensure a framework
for safety related issues to be raised in a formal, structured environment that includes senior
and accountable managers.
The following chart outlines the structure and relationship between the various aerodrome,
airport, and group-wide safety committees:
A brief summary of each committee is given in the following sub-sections.
The details, including Terms of Reference, for committees attended by external parties can
be found on www.MAGWorld.co.uk. For details on the remainder of the committees, please
contact the relevant chairperson as outlined below.
3.1
MAG Safety Committees

There are two top-level safety committees, which ensure that safety strategy and policy is
aligned across both Manchester Airport and MAG.
3.1.1
MAG Group Safety Board

The Group Safety Board is a bi-monthly meeting chaired by the MAG Chief Strategy Officer. It
brings together representation from all MAG companies and sets group wide safety targets
and policy. The Operations Director attends this meeting as the representative for
Manchester Airport Operations.

Part B Page 22

3.1.2
MAG Aviation Operations Board

The MAG Aviation Operations Board meetings are held three times annually, rotating
between airport sites. The meetings are chaired by the Operations Director (MAN, STN, EMA)
and General Manager (BOH) respectively. Aim: to review group and industry aviation safety
performance, ensuring that best practice and lessons learned are effectively shared and
acted upon across all MAG airports.
3.2
MA Aerodrome Safety Committees

There are seven aerodrome safety committees that operate within MA Operations. They all
have a generic responsibility to ensure that the airfield is a safe working environment for all
users.
The Chairperson for each aerodrome safety committee holds the Terms of Reference, as well
as the minutes of individual meetings and any other relevant documentation.
A matrix of meeting dates is held on G:\Airfield Safety & Compliance\Aerodrome Safety
Committees, as well as the Terms of Reference and minutes for each meeting. The
Chairperson for each committee is responsible for keeping their file updated with the
relevant information.
3.2.1
Manchester Airport Safety Board

The Manchester Airport Safety Board is a Bi-monthly meeting chaired by the Operations
Director of Manchester Airport. It brings together all departments of Manchester Airport to
oversee and coordinate Health & Safety across the whole airport site.

Part B Page 23

3.2.2
Operational Safety Management Committee (OSMC)

Aim
Duty &
Responsibilities
Accountability
Authority
Composition
Quorum
Performance
Outputs
Administrative
Support
Terms of
Reference
Frequency
To oversee compliance with regulatory safety requirements, including the

Aerodrome Certificate and MAGs internal safety objectives.
To endorse policy on matters relating to airfield safety management.
1. Set and agree actions which aim to continuously improve safety and
benchmark safety performance against industry best practice
2. Review compliance with regulatory standards and internal policy
3. Discuss received reports on significant airfield incidents and
performance where a policy change may be required.
4. Assess regulatory changes and ensure implementation to systems and
procedures
5. Ensure application of local, group and industry learning
Review operational risk profile and track completion of agreed actions.
Airfield Planning & Compliance Manager or appropriate deputy.
The Airfield Planning & Compliance Manager will seek guidance from the
Manchester Airport Safety Board or Regulatory Authority in the event that
an issue falls outside their accountability.
Airfield Planning & Compliance Manager, Head of Airside Operations,
Asset Maintenance Manager, Head of Fire & Emergency Services, General
Manager NATS & Head of Health & Safety.
Four persons.
The OSMCs performance will be measured by the outcome of external
audits (external bodies and regulatory authorities) and performance
against set safety performance indicator targets.
1. Any subjects that adversely affect the high level risk profile, anything
outside of risk appetite or anything that requires a change to
organisational design and business planning needs are to be elevated
to the Manchester Airport Safety Board.
2. Continuous monitoring of SPIs against set targets and design of
mitigation/reduction strategies where necessary.
3. Implement policies and initiatives to ensure SMS continuously
improves and evolves relative to the operational output.
4. Decisions on airfield safety, policy and compliance matters.
5. Directives for safety actions to relevant committees / responsible
post-holders.
Minutes will be taken by the SMS Compliance Officer or appropriate
deputy.
Terms of reference are reviewed annually.
Monthly

Part B Page 24

3.2.3
Safety Performance Committee (A)
Duty &
Responsibilities
To review, discuss and examine solutions for safety matters and incidents,
and determine recommendations to be taken to the Operational Safety
Management Committee in order to improve levels of airside and
aerodrome safety at Manchester Airport.
1. Review and discuss safety incidents relating to airfield operations
2. Review and discuss weekly AOR and MOR data, and Final Investigation
reports
3. Identify safety trends and determine suitable action plans
4. Produce summary reports to the OSMC based upon output from
monthly report data
Accountability
Airfield Safety Assurance Manager or appropriate deputy
Authority
The Airfield Safety Assurance Manager will seek guidance from the
Operational Safety Management Committee or regulatory authority in the
event that an issue falls outside their accountability.
Airfield Safety Assurance Manager, Head of Airside Operations, Airfield
Duty Manager, Health & Safety Manager, Ground Service Manager, SMS
Compliance Officer
Four persons
Aim
Composition
Quorum
Performance
The SPC Part A's performance will be measured by the outcome of Internal
& External audits, Investigations, Safety Promotion and Performance
against set Safety Performance Indicator targets and Ground Service
Licence.
Outputs
Weekly Safety Performance Committee report to be distributed to
appropriate parties
2. Proposals and actions to address safety trends and determine action
plans e.g. changes to operating policies or airfield infrastructure
3. Summary repots for OSMC
1.
Administrative
Support
Terms of
Reference
Frequency
Minutes will be taken by the Airfield Operations Administrator or

appropriate deputy
Weekly

Part B Page 25

3.2.4
Safety Performance Committee (B)

Aim
Duty &
Responsibilities
Accountability
To review, discuss and examine solutions for safety matters and incidents,
and determine recommendations to be taken to the Operational Safety
Management Committee in order to improve levels of airside and
aerodrome safety at Manchester Airport.
1. Set and agree actions which aim to continuously improve safety and
benchmark safety performance against industry best practice.
2. Review weekly safety occurrences, emergency responses and any
procedural issues
3. Discuss received reports on significant airfield incidents and
performance where a policy change may be required
4. Review operational risk profile and track completion of agreed actions
5. Implement positive actions to counter any negative trends. Track
performance of any measures implemented.
Head of Airside Operations or appropriate deputy
Composition
The chair of the meeting will seek guidance from the Manchester Airport
Operational Safety Management Committee (OSMC) or Regulatory
Authority in the event that an issue falls outside their accountability.
Manchester Airport & NATS
Quorum
Representation of at least 1 participant from NATS and Manchester Airport
Performance
The SPCs performance will be measured by the outcome of external

to the Operational Safety Management Committee and/or ANS
Management Committee.
2. Continuous monitoring of safety performance trends against reported
13 month historical data.
3. Implement policies and initiatives to ensure continuous improvement
of Airfield and Air Navigation safety standards.
4. Any identified changes to Local Operating Procedures are consulted
upon and actions agreed.
Authority
Outputs
Administrative
Support
Terms of
Reference
Frequency

appropriate deputy.
Weekly

Part B Page 26

3.2.5
Airfield Safety Strategy Group

Aim
Duty &
Responsibilities
Accountability
Authority
Composition
A partnership involving airlines, airport operations and airside service

partners to focus on ramp safety and champion continuous improvement.
5. Promotion of good safety behaviours across the airfield through
effective leadership.
6. Promote awareness of airside safety and discuss new and on-going key
safety issues and initiatives worldwide.
7. Lead and encourage a proactive safety culture.
8. Review airside policies and ASIs and make changes to support safety
improvements on the airfield.
9. Consult and plan for implementing regulatory changes or
recommendations.
10. Develop proposals for improvements to airfield facilities.
11. Share best practice and lessons learned.
Airfield Safety Assurance Manager or Airfield Planning and Compliance
Manager (deputy)
The Airfield Safety Assurance Manager will seek guidance from the
Operational Safety Management Committee or regulatory authority in the
event that an issue falls outside their accountability.
Airfield Safety Assurance Manager, Airfield Planning & Compliance
Manager, Operations Director, MA Health and Safety Manager, Head of
Airside Operations, Ground Services Manager, Senior Managers of all
handling agents, catering, refuelling and engineering companies.
Quorum
Four MA persons
Four external senior managers
Performance
The ASSG will be measured against external attendance, contribution and

agreement on changes to airside safety policy.
1.Minutes and actions
2.Promotional material and messages
3.Agreement on changes to airside safety policy
4.Information sharing amongst business partners
Outputs
Administrative
Support
Terms of
Reference
Frequency

appropriate deputy
Bi-Monthly

Part B Page 27

3.2.6
Flight Operations Safety Committee (FLOPSC)

Aim
Duty &
Responsibilities
Accountability
Authority
Composition
Quorum
Performance
Outputs
Administrative
Support
Terms of
Reference
Frequency
To review, discuss and agree policy and procedures for Flight Operations
safety matters at Manchester Airport. Also, to act as information exchange
on safety matters, current issues and infrastructure developments with the
aim of promoting safe and efficient operations.
1. Review, discuss and agree policy on ATC and flight procedures at MA.
2. Review of flight safety incidents, trends and lessons learnt.
3. Report and discuss Airfield and apron safety issues.
4. Promote awareness of and seek guidance on operational development
and efficiency schemes
Operational Safety Management Committee, Manchester Airport Safety
Board or Regulatory Authority in the event that an issue falls outside their
accountability.
Operations Director (optional), Airfield Planning & Compliance Manager,
Head of Airside Operations, Asset Maintenance Manager, Airfield &
Network Performance Manager, Airfield Planning representative, NATS
representatives and Manchester based airlines.
Airport: 3 persons
NATS: 1 person
Airlines: 3 different airlines
The FLOPSC performance will be measured by the outcome of external
to the Operational Safety Management Committee or Manchester
Airport Safety Board.
2. Continuous monitoring of flight safety standards and design of
3. Implement policies and initiatives to ensure flight safety continuously
improves and evolves relative to the operational output.
4. Decisions on flight safety, policy and compliance matters.
5. Directives for safety actions to relevant committees / responsible postholders.
appropriate deputy.
4 times yearly.

Part B Page 28

3.2.7
Local Runway Safety Team (LRST)

Aim
Duty &
Responsibilities
Accountability
Authority
Composition
Quorum
Performance
Outputs
Administrative
Support
Terms of
Reference
Frequency
To ensure that an effective system is in place for considering and managing

all aspects of runway safety risks at Manchester Airport.
1. To reduce runway incursion/excursion risk to as low as reasonably
practicable.
2. To develop and progress runway safety initiatives through the Runway
Safety Action Plan.
3. To promote best practise with regard to any activities within the
runway environment including RTF standards.
4. To review runway incursions/excursions, trends and lessons learnt.
5. To continuously benchmark performance against EAPPRI/EAPPRE
recommendations.
6. To ensure a continuously strong focus remains on runway safety
across all airport stakeholders.
Operational Safety Management Committee, Manchester Airport Safety
Board or Regulatory Authority in the event that an issue falls outside their
accountability.
Operations Director (optional), Airfield Planning & Compliance Manager,
Head of Airside Operations, Asset Maintenance Manager, Airfield &
Network Performance Manager, Airfield Planning representative, Head of
Fire & Emergency Services, NATS representatives and Manchester based
airlines.
Airport: 3 persons , NATS: 1 person, Airlines: 3 different airlines
The LRST performance will be measured by the outcome of external audits
(external bodies and regulatory authorities) and performance against set
safety performance indicator targets.
to the Operational Safety Management Committee or Manchester
Airport Safety Board.
2. Continuous monitoring of runway safety standards and design of
3. Implement policies and initiatives to ensure runway safety
continuously improves and evolves relative to the operational output.
4. Decisions on runway safety, policy and compliance matters.
5. Directives for safety actions to relevant committees / responsible postholders.
appropriate deputy.
4 times yearly.

Part B Page 29

3.2.8
Emergency Planning Committee

Aim
Duty &
Responsibilities
To review, discuss and agree policies and plans for emergency and
contingency responses including measures to improve general resilience.
Formulate policy on the airport emergency response and plans
To meet the requirement of the Civil Contingencies Act as a Category 2
responder
3. Review the emergency procedures in response to updates and
proposals from :
EPC sub groups and other agencies
1.
2.
Debriefs from incidents and exercises

Changes in organisational structures, airport infrastructure,
technology and business relationships.
Accountability
Ensure effective communication of emergency plans

Plan, co-ordinate, implement and review emergency training and
exercises to enhance preparedness
6. Ensure corrective action is taken is taken to resolve deficiencies.
Authority
OSMC
Composition
Quorum
Emergency Planning Manager, Head of Fire and Emergency Services , Head

of Terminal, AGMA CCRU, Cheshire Police , Joint Cheshire Emergency
Planning, GMP Inspector MAN Airport ,AOC Representative , Chaplain(MA)
North West Ambulance Service, GM Fire and Rescue Services , NATS,
Cheshire Fire and Rescue, Public Health England, CAA
6 persons
Performance
EPC performance is monitored as part of EASA/CAA audit
Outputs
1. Agreed updates to Emergency Orders and contingency plans

2. Communication of significant changes
3. Co-ordinated responses to emergency incidents.
Administrative
Support
Terms of
Reference
Frequency
Minutes to be taken by EPM or appropriate deputy
4.
5.
Reviewed annually
Quarterly

Part B Page 30

3.3
Safety Committee Attendance
It is mandatory for post holders with aerodrome safety responsibilities to attend and contribute to
formal safety related committees as detailed in the Safety Committee matrix.
Airfield Safety & Compliance will review attendance by the detailed post holders at Safety Committees
detailed within the matrix on an annual basis.
Post
Operations
Director
Head of Fire &
Emergency
Services
Fire Service
Operations
Manager
Head of
Health &
Safety
Airfield
Planning &
Compliance
Manager
Emergency
Planning
Manager
Airfield Safety
Assurance
Manager
Head of
Airside
Operations
Asset
Management
Airfield Duty
Managers
NATS General/
ATC Manager
Safety Committee
MASB
OSMC
SPC(A)
SPC(B)
ASSG
FLOPSC
LRST
EPC

Part B Page 31

4
SAFETY INTERFACES & STAKEHOLDERS

As a large airport community, it is not only Airfield Operations who have responsibility for
safety. The operation of an aerodrome that handles upwards of 600 movements per day
requires activities to be outsourced, some of which have large amounts of safety
responsibility (e.g. Air Traffic Control). This section outlines the management of such
interfaces and stakeholders.
4.1
National Air Traffic Services (NATS)

NATS are the contracted ATS provider for Manchester Airport and as such have a crucial role
in the operational safety of the airfield. In order to ensure a regular closely integrated
communication link between MA and NATS, two meetings take place at different levels
within both organisations.
A weekly MA-NATS Safety Performance Committee (B) takes place, involving members of the
day-to-day management teams from both organisations. It is designed as an information
sharing forum using information gathered from the previous weeks operations and aims to
ensure immediate safety concerns can be addressed and learnt from.
A higher level ATS Management Committee takes place every two months and is attended by
senior management from both organisations. This is a more strategic review of the contract
performance between NATS and MA, and includes safety matters together with strategic
developments for ATS operations at Manchester Airport.
4.2
Civil Aviation Authority (CAA)

As our Competent Authority (under EASA), the CAA has a major influence on the
management of safety for Manchester Airport. Whilst there are many rules and regulations
that must be followed, the relationship between Manchester Airport and the CAA ensures
that both parties are fully aware of any changes that are planned and that safety is always
considered thoroughly.
4.3
External Emergency Services

The Emergency Planning Manager holds the relationship between MA and the External
Emergency Services relating to Emergency Response Planning.
4.4
Service Partners
Service Partners; including airlines, handling agents, and other companies that operate
airside at MA contribute approximately 90% of those persons working and present on the
airfield. The primary method in which MA communicates with service partners is through the
Airfield Safety Strategy Group (please see 3.2.5 of this document). The day-to-day
relationship between MA and service partners is through the Airfield Operations Centre and
at a management level through the audit process and through other communication
channels such as the safety documentation that is sent out from Airfield Operations, Safety
and Compliance.

Part B Page 32

4.5
Other MA Departments
4.5.1
Environment
Whilst this SMS fully supports the environmental policies in place at the airport, there may
be times when safety takes a priority over environmental concerns. As the environment
department falls within the Operations department overall the understanding of safety
requirements is very good. Regular communication with the environment department
ensures that should the need arise all parties can work well together to ensure that any
damage to the environment is limited as far as possible.
4.5.2
Asset Management / Capital Delivery

Development work and major maintenance that takes place on the airfield is planned jointly
between the Airfield Planning team and Capital Delivery. It is crucial that the expertise from
both areas is aligned correctly to ensure that any works that take place are done so in a safe
manner. A good working relationship between MAG Projects and their contractors is
managed through documented general requirements and contract documents that provide
for safety considerations.
4.5.3
Terminal Engineers
Maintenance of infrastructure and procedures aligned with safety requirements.
4.5.4
Airside Bussing
Provision of airside bussing for the movement of passengers in emergency situations
as detailed within MAs Emergency Orders.
SAFETY TARGETS
The Group Safety Board sets Key Safety Performance Indicators for MAG. These KSPIs are
reported by each group airport at the bi monthly Group Safety Board (GSB) meeting. The
current KSPIs are as follows:
Air Traffic Control Events
Vehicle Accidents
Bird Strike Events
Runway Incursions
Accident to Aircraft
5.1
Safety Improvement Plan

Manchester Airport produces a Safety Improvement Plan (SIP) every year. This contains Key
Safety Initiatives across the whole airport site, including the airfield. The content of the SIP
is influenced by incident and accident data, as well as any areas raised through Safety
Committees. This can include regulatory changes. The MAG Health and Safety Team publish
the SIP.

Part B Page 33

6
EMERGENCY PLANNING
In order to uphold the continual safety and security of its passengers, customers and staff,
Manchester Airport is committed to ensuring that effective emergency and contingency
plans are in place. To ensure this is the case, the dedicated role of Emergency Planning
Manager exists, and is located within the Airfield Operations, Safety and Compliance team.
The scope of Emergency Planning is outlined in this Manual, Policies and Procedures relating
to Emergency Plans can be found in the Emergency Orders.
The Emergency Orders describe all aspects of emergency response including:
Policy and organisation
Emergency categories
Emergency management including incident management centre
Key organisations and responsibilities
Communication cascade for each organisation
Reception centres
Coordination of policy and plans is managed through the Emergency Planning Committee,
which is held quarterly and chaired by the Emergency Planning Manager. Its stated purpose
is to review, discuss and agree policies and plans for emergency and contingency responses
including measures to improve general resilience.

Part B Page 34

7
DOCUMENT & DATA MANAGEMENT

MA 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 Aerodrome Manual is re-issued annually) whereas other documents are
issued as and when they are required (i.e. Airside Directives) with a detailed expiry. There is
also a need to keep abreast of various changes within the aviation industry, particularly
regulatory documents. As such, many important documents are received and are assessed
to ensure that changes to requirements are properly adopted.
This section outlines the process for managing such documentation.
7.1
Types of Documentation and Notices

The following table lists the major safety documents issued by MA Operations:
Document Title
Brief Description
Aerodrome Manual
A CAA specified mandatory document

outlining characteristics and procedures for
operations at Manchester Airport. The MA
Aerodrome Manual is split into five parts as
outlined below.
Introduction to the Aerodrome Manual
Safety Manage System (SMS) describing
Manchester Airports commitment to safety
Manchester Airport location, features,
facilities and services.
Details Aerodrome features required to be
reported to the Aeronautical Information
Service
Details policy and procedures for operating
on the airfield at Manchester Airport
A notice issued in advance to changes in
infrastructure or procedures arising from:
Airside development and
maintenance works
Special events
Loss of, or changes to airfield
lighting and navigation aids
Closures, changes, or restrictions
to facilities for various reasons
Aerodrome Manual Part A - General

Aerodrome Manual Part B Safety
Management System
Aerodrome Manual Part C Particulars
of Aerodrome Site
Aerodrome Manual Part D Particulars
of the Aerodrome required to be
reported to AIS
Aerodrome Manual Part E
Aerodrome Policies and procedures
Airside Directives (AD)
Minor Works Brief
Airside Safety Bulletin (ASB)
Airfield Safety Newsletter
A notice issued in advance of minor works

being carried out. Minor works may also be
subject of an Airside Directive
ASBs are used as an ad-hoc formal notice,
including instructions or reminders of
existing instructions. These are distributed
whenever the need arises i.e. an ASB on PPE
could be issued in response to observed
incorrect use of PPE.
Airfield Safety Newsletters are published and
distributed every quarter. They inform
Airfield users of current events, news, health
and safety and Airfield safety issues.

Issue
frequency
Available on
MAGWorld?
Yes
Major annual
re-issue,
version
updates as
appropriate.
Yes
Yes
Yes
Yes
Yes
As required
Yes
As Required
No
As required
Yes
Quarterly
Yes
Part B Page 35

7.2
7.3
Document Owners
Document
Owner
Aerodrome Manual Part A,C,D,E

Aerodrome Manual Part B
Emergency Orders
Airside Directive
MWB
ASB
SRA
DRA
ORA

Airfield Operations, Safety & Compliance Team
Airfield Planning Team
Airfield Operations, Safety & Compliance Team
Issue Methods
Documents are issued either by hard copy or electronically. Electronic documents are issued
to ensure that the recipients receive the documents as soon as possible and also to reduce
the need for printed controlled copies that require manual updating. These include Airside
Directives, Airside Safety Bulletins, Aerodrome Manual & Emergency Orders. The only
document that this does not apply to is the Airfield Safety Newsletter. The latest and current
versions of most documents are always available on the MAGWorld Website:
www.magworld.co.uk
An email will be sent notifying all those on the mailing list that a new version of the
document is available
If an individual chooses to print off or download any document, they do so under the
understanding that the document is then uncontrolled and may not be relied upon for
operational reference, unless a local procedure is put in place to become controlled.
Relevant warnings are applied to all documents where this may be the case.
7.3.1
Amending of Documents
The Aerodrome Manual is formally issued at the beginning of each calendar year and then
updated throughout the year in the form of updated versions. For example, at the beginning
of 2016 the Aerodrome Manual is issued as 2016 v1. If an operational change occurs then
2016 v2 will be issued. A notice will be sent to all recipients to advise that a new version is
available including a covering note stating what has been altered within the document.
Information that has been altered will then be highlighted in yellow within the document.
Highlighting will only be applied for the first version in which the information was altered.
Documents such as Airside Directive (AD) are issued when required, but are not updated
with version numbers. If there is a change to one of these documents (such as an operational
change impacting an AD) then a new document is issued through the procedure at 7.1 and
with a new number. The previous document will be cancelled to prevent any confusion.

Part B Page 36

It is imperative that documents are easily identifiable, and that different versions of the
same document are prepared in a way so as to allow easy indexing and referencing.
Documents will therefore be named in the following manner:
AM
AD, ASB, MWB
SRA, DRA, ORA
7.3.2
YYYYMMDD Document Name version # (date of version issue) i.e.

st
20160101 Manchester Airport Aerodrome Manual v1 (1 January 2016)
Abbreviated Document Name Issue YYYY i.e. ASB 01-2016
Abbreviated Document Name Issue YYYY i.e. DRA 01-2016
Operational and Administrative Changes

An Operational Change is a significant alteration to existing work practices that is
permanent. Such changes require a new version of the relevant document(s) to be issued.
An Administrative Change is something such as spelling, grammar, operator update and the
like. This does not require a new version of the relevant document(s) to be issued, and as
such, changes will be made without notification.
7.3.3
Email Address
Documents are issued from the following email address:
airfieldoperations@manairport.co.uk
This is to ensure that all recipients can add the address to their Allowed or similar function
on any email client to prevent communications being wrongly identified as spam, and
therefore not being delivered.
7.4
Changes to Regulatory Documentation

It is crucial that operational documentation received from external companies is kept up to
date, especially where using incorrect information could result in non-compliance with
regulation.
Any new regulation received will be assessed at the OSMC. Where any necessary actions are
agreed, they will be delegated to a responsible post holder.
A document library is held within Airfield Operations, Safety and Compliance that contains all
relevant documentation.
7.5
Aeronautical Data Quality [ADQ]

Procedures for the management of aeronautical data quality are contained in LOP AP 02
2014
7.6
The Recording of Aircraft Movements

MA uses Chroma Fusion which is an airport operations database which records all
movements and associated remarks.

Part B Page 37

7.7
Record Keeping
General Safety Records
Manchester Airport will ensure that operational safety records are kept for a minimum of 5
years and stored in a manner that ensures protection from damage, alteration or theft. Format
of storage is primarily by two different means:
a) Electronic
a. Email Backed up daily
b. PC Hard drive Backed up 3 times daily
c. Shared Drive(s) Backed up 3 times daily
b) Paper Hard Copy Archived as per MAN Administration procedure.
Specific Safety Records
In addition to the minimum of 5 years, Manchester Airport will ensure the following:
a) Suitable and sufficient records are kept for the lifespan of the Aerodrome
Certificate; the certification basis, the alternative means of compliance in use
and the current aerodrome or aerodrome operator certificate(s), for the lifespan of the
certificate.
b) Suitable and sufficient records with other organisations, for as long as such
arrangements are in effect.
c) Suitable and sufficient records and manuals of aerodrome equipment or systems
employed at the aerodrome, for as long as they are used at the aerodrome.
d) Suitable and sufficient records of safety assessment reports for the lifetime of the
system/procedure/activity or for a minimum of 5 year.
e) Suitable and sufficient records of personnel training, qualifications, and medical
records as well as their proficiency checks, as appropriate, for at least four years after the
end of their employment, or until the area of their employment has been audited by the
Competent Authority.
f) Suitable and sufficient records relating to the current version of the operational
safety risk register.

Part B Page 38

8
8.1
SAFETY RISK MANAGEMENT

Introduction
Safety Risk Management is the vital core activity that is the foundation of the overall Safety
Management System.
Safety risk management is a generic term that encompasses the assessment and mitigation of
the safety risks of the consequences of hazards that threaten the capabilities of an organisation
(ICAO 2009).
The Manchester Airport Safety Policy states that risks must be managed and that appropriate
safety information is provided to all airfield users and employees to ensure that people are
aware of risks and relevant safety control measures.
Aviation is, by nature, a business that requires careful management of the inherent and latent
hazards involved, as it is not practicable to eliminate all hazards from the operation. Not all
safety risks are avoidable, and under certain circumstances, the cost of nullifying a risk
outweighs the benefits gained (e.g. installing underground heating to prevent moisture freezing
on the runway would make operations in winter inherently safer, but the costs of doing so
would make it prohibitively out of proportion to other means of managing the associated
hazards). The safety risk management process is designed to ensure that Operations safety risks
are reduced to be As Low As Reasonably Practicable (ALARP).
This Section describes the Operational safety risk management process for Manchester Airport
Operations and how we ensure that the policy is achieved. Note that a separate method of risk
assessment is used throughout the Group for assessment of hazards relating to job function
related tasks.
8.1.1
Definitions and Terminology

Hazard: A condition or an object that has potential to cause harm to personnel, result in
damage, or reduce the ability to perform a prescribed function.
Consequence: The possible adverse outcome or outcomes resulting from the realisation of a
hazard.
Severity: The extent of harm or damage associated with the consequence of a hazard being
realised. (These are categorised for the purposes of the risk assessment process in Table 1 later).
Likelihood: The chance, or probability, of an adverse consequence or condition occurring.
(These are categorised for the purposes of the risk assessment process in Table 2 later).
Safety Risk: An expression used to describe the overall assessment of a threat presented by the
potential adverse consequences of a hazard.
This is described as a combination of the predicted likelihood and severity of an undesired
occurrence.

Part B Page 39

Safety Control Measures: are mitigations put in place aimed at preventing or reducing either
the severity or the likelihood of an undesired occurrence or adverse consequence. These may
be Human (procedures, rules), Physical (barriers, containment), or Technological (alarm
systems, software controls) for example.
8.2
SAFETY RISK MANAGEMENT METHODOLOGY
8.2.1
Objective
This process is designed to enable personnel to conduct and provide guidance in conducting
safety risk assessments.
8.2.2
Requirement
The safety assessment process is the foundation for all safety management activity. It is vital to
identify, analyse and eliminate or effectively control all risk. The process of identifying the risk
also assesses the safety of all parts of a system, operational requirement, maintenance process
or work practice. Safety assessment is carried out to ensure that the management of any hazard
is commensurate with the risk involved and the safety objectives identified. It is not possible to
produce an exhaustive list detailing every circumstance requiring safety assessment.
8.2.3
Scope
There are broadly three different circumstances in Operations that will drive the requirement for
an Operational safety risk assessment. These are: System Risks. These are risk assessments relating to the normal operational running of the
aerodrome and any predictable abnormal circumstances. Where change to the operation is
planned, or new equipment or systems introduced, a revised or new safety risk assessment will
be required. Identification of a new hazard is also likely to lead to a new safety risk assessment.
Development Risks. These risk assessments relate to construction activity and major
maintenance on or around the aerodrome.
Operational Risks. These are typically risk assessments related to one-off operational events or
changes.
In all cases, the process and the documentation to be used are the same.

Part B Page 40

8.2.4
Responsibilities
The information in this part of the Aerodrome Manual is not intended to be exhaustive or to be
sufficient to educate personnel to conduct a safety risk assessment. This is a reference to the
outline and principles of the safety risk management process employed in Manchester Airport
Operations.
Responsibility for carrying out risk assessments in line with the process detailed within 8.2.5 lies
with the nominated competent risk assessment owners and nominated members of the
operations team.
Competence for carrying out Safety Risk Assessments
Competence for carrying out safety risk assessments is determined through a combination of
training and practical experience. Formal training is delivered internally or externally, using the
system described in this part of the Aerodrome Manual. The training can be delivered directly
by any of the Operations management team that are listed as current and competent. Following
training, it is required that an individual participates and contributes in two formal safety risk
assessments, followed by a third under observation by one of the following: Operations Director
Airfield Planning and Compliance Manager
On satisfactory demonstration of proficiency, an individual may then be formally signed off
and added to the list of current and competent safety risk assessors. The SMS Compliance
Officer keeps the list of current safety risk assessors.
Competence is deemed to be maintained, provided that an individual leads a review of an
existing assessment or a new safety risk assessment on a minimum of three occasions per
year.
If all potential hazards are to be identified, the people involved in the safety assessment must
have a good understanding of the system risk management process or change to the existing
system, and how it will interface with the other components of the overall aerodrome system,
or ATS system, of which it is a part.
8.2.5
The System Risk Management (SRM) Process

The following key activities describe the system risk management process
Step 1 Identification of Hazards & Consequences
The first stage of a new safety risk assessment is the preliminary hazard identification (often
referred to as a PHI). A structured approach to the identification of hazards ensures that, as
much as possible, most hazards in the systems operational environment are identified.

Part B Page 41

Hazard identification will utilise experienced day-to-day operational personnel from duty
supervisory and management level to more senior management personnel. This will ensure that
the PHI includes people with a thorough knowledge of the process, system or hazard being
addressed. A PHI can also be applied to existing risk assessments and should capture the
hazards and likely precursors or causes of the hazards. At this stage, preventative or control
measures should not be analysed.
Techniques for ensuring a structured approach include the use of operational hazard analysis
checklists to more formal group review sessions to brainstorm hazard checklists, operational
and safety issues more broadly
Hazards are constantly identified and reviewed through reactive, proactive and predictive
sources and underlying methods of safety information collection and analysis as identified
above and elsewhere in the SMS. It is a continuous process within safety management that
safety performance data and near miss observations are analysed to detect whether a hazard
and associated safety risk requires a review in the light of actual indications.
Hazard identification takes into account a combination of internal and external sources,
reactive, proactive and predictive processes. The scope of hazards in aviation is wide.
Examples of the scope of factors and processes that should be looked into when engaging in
hazard identification include:
Natural hazards, such as terrain, adverse weather and geophysical events (earthquake,
volcano, flood);
Technical factors, hardware components, software, tools and equipment;
Design factors, including equipment and task design, and the error tolerance of equipment
and the resilience of equipment to errors and failures;
Procedures and operating practices, including their documentation and checklists, and their
validation under actual operating conditions;
Communications, including means, terminology and language;
Organisational factors, such as company policies, operating pressures, training, and
allocation of resources;
Environment factors, such as ambient noise and vibration, temperature, lighting and the
availability of protective equipment and clothing;
Detection and warning mechanisms;
Human performance, such as medical conditions, physical limitations, mental limitations,
overload, distraction and human error traps.
Hazards may be identified through reports of actual safety events (accidents or incidents), or
they may be identified through proactive and predictive processes aimed at identifying hazards
before they precipitate safety events. There are a variety of sources of hazard identification;
some are internal to the organization and others external to the organization.
Sources for identifying hazards include, but are not limited to:
Safety reports and performance analysis.
Formal investigations and accident reports.
Safety audits and monitoring systems.

Part B Page 42

Safety surveys or studies.
Knowledge and experience from subject matter experts.
Feedback from training or peer observations.
External industry sources, such as CAA safety data, information exchanges and other
organisations.
For the purpose of safety management, the consequences of hazards should be described in
operational terms. Many hazards hold the potential for the ultimate and most extreme
consequence: loss of human life. Most hazards hold the potential for loss of property,
ecological damage and similar high-level consequences. However, describing the consequences
of hazards in extreme terms makes it difficult to design mitigation strategies, except cancellation
of the operation. In order to design mitigation strategies to address the safety concerns
underlying the less than- extreme, lower-level operational consequences of the hazard (for
example, crosswind), such consequences must be described in operational terms (runway
lateral excursion), rather than in extreme terms (loss of life).
Step 2 Estimation of the Severity of the Consequences of the Hazard Occurring
Table 1 Severity Ratings
Severity
Catastrophic
Serious
Moderate
Minor
Negligible
Potential Consequences
Value
Aircraft destroyed
Vehicle or equipment destroyed with associated loss of life
Fatality or multiple fatalities, or multiple serious injuries
Major fire or explosion with substantial loss of facilities
Single major injury; loss of limbs, permanent disability (RIDDOR Serious)
Aircraft damaged requiring prolonged major repairs
Vehicle damaged beyond repair and associated serious injury
Loss or relocation of facility damaged beyond use (several days or weeks)
Very high workload to key personnel, with likely impairment of performance
or accuracy
Moderate to serious damage to an aircraft, unserviceable for repairs
Vehicle, equipment or property damage. Out of service with costly repairs
Significant operating limitations and significant disruption (several hours)
Lost time injuries to person(s) (RIDDOR reportable)
Demanding workload to key personnel, potential for loss of attention
Light damage to an aircraft (visible but no adverse effect)
Light or moderate damage to vehicles (unfit for use)
Minor injuries (First Aid treatable)
Short term disruption to operations or some facilities (up to an hour)
Nuisance or distraction but nil injury or near miss
Procedure violated with no adverse effect
Birdstrike with a single small low risk species
Slightly reduced margin of safety but controlled within existing procedures

Part B Page 43

Step 3 Estimation of the Likelihood of the Hazard Consequences Occurring
Table 2 Likelihood Rating
Likelihood
Often
Likely
Occasional
Remote
Improbable
Permanent Project
About once a week
Known to occur at MAN about 50
times per year on average.
About once a month
Known to occur at MAN about 10
times per year on average.
About once a year
May occur at MAN once in a few years
on average. Reported in the industry
occasionally.
About once in 10 years
May rarely have happened at MAN.
Known to be reported in the industry,
but infrequently.
About once in 50 years or more
Almost impossible, should virtually
never occur but may be known rarely
worldwide.
Temporary Project
Almost certain to occur several
times during the programme or
activity
Can be expected to occur at least
once during the programme or
activity
Possible, but mostly unlikely to
occur during the programme or
activity
Very unlikely to occur during the
programme or activity
Highly unlikely during the

programme or activity
5
4
It is likely that for many hazards, there are a number of possible outcomes, each with varying
degrees of consequences. These outcomes must be analysed separately in the risk assessment
process and listed in the consequence analysis section of the form SM400. The individual
outcomes are then judged for the possible range of the degree of severity of the identified
consequences.
Next, the likelihood of the identified consequences is judged, or predicted, possibly using
quantitative analysis methods where data or research exists to support it. Again, this is carried
out for each of the range of consequence severities that have been listed if this is applicable.
The overall level of safety risk is then determined using the highest of any range of severity
identified, along with the associated likelihood of the outcome at that level of severity. The
level of safety risk is processed using the combination of the severity and likelihood of that
consequence, using the Safety Risk Tolerability matrix in Table 3. This gives an output in terms
of a numeric index and also a colour coding in each box within the matrix. This is sometimes
referred to as a composite risk index. The next step in the safety risk assessment process is the
confirmation of the tolerability of the level of safety risk.
Step 4 Safety Risk Tolerability, Sign Off & Validity
The assessment part of the safety risk assessment takes place during the consequence analysis
stage. This consists of making a judgement of both the likelihood of each event (or series of
events) that lead to hazardous consequences and the associated potential severity of those
consequences.

Part B Page 44

In this process, the assessment is made based on the existing and / or planned safety control
measures being in place. Finally, the tolerability of the overall level of safety risk is determined
with reference to the range and highest severity of the individual hazards.
Table 3 Safety Risk Tolerability Matrix
Catastrophic
(5)
Serious
(4)
Moderate
(3)
Minor
(2)
Negligible
(1)
Improbable
(1)
Remote
(2)
Occasional
(3)
Likely
(4)
Often
(5)
10
15
20
25
12
16
20
12
15
10
Risk Classification
Required Action
The consequence is so unlikely or not severe
enough to be of concern; the risk is tolerable.
However, where possible further mitigations shall
be applied to reduce the risk to as low as
reasonably practicable in order to minimise the
risk of an accident or incident.
The risk shall be scheduled for review not later
than 24 months from date of completion.
The consequence and / or likelihood is of
concern; measures to mitigate the risk to as low
as reasonably practicable shall be sought. If it is
determined that the risk classification is still
Review, then the risk may be accepted, provided
that the risk is understood and has the
endorsement of the Accountable Manager. The
risk shall be scheduled for review not later than
12 months from date of completion.
The likelihood and / or severity of the
consequence is intolerable. Mitigation will be
necessary to reduce the likelihood and/or
severity of the consequences associated with the
hazard before proceeding/continuing.
Safety risks assessed as initially falling in the tolerable region are acceptable, provided
mitigation strategies already in place guarantee that, to the foreseeable extent, the likelihood
and/or severity of the consequences of hazards are kept under organizational control. The same
control criteria apply to safety risks initially falling in the intolerable region and mitigated to the
tolerable region. A safety risk initially assessed as intolerable that is mitigated and slides down
to the tolerable region must remain protected by mitigation strategies that guarantee its
control.

Part B Page 45

To ensure that relevant managers are aware of safety risks in the operation, a sign-off process is
required, in accordance with a hierarchy related to the level of risk tolerability. This ensures
that the correct level of authority is issued to the appropriate level of risk. The colour coded,
red, yellow and green boxes in the risk tolerability matrix in Table 3 indicate the level of sign-off
that is required. The sign off authority requires seniority according to the overall level of a
safety risk assessment.
The sign off authority for risk assessments is outlined below:
Sign-off authority for Risk Assessment
Manager or Head of Department
Operations Director (Accountable Manager)
(Managing Director in absence of the above)
Risk is not acceptable.
Sign-off authority for Risk Assessment

Risk Classification
Risk Validity Period
2 Years
1 Year
N/A
Any safety risk assessment must also be reviewed if significant change is identified or if reports
indicate that control measures may not be effective. The OSMC is responsible for identifying
the need to carry out such reviews.
A moderation process will be employed through the OSMC. This will involve the following
activities: 1. Where an agreement cannot be made on the tolerability of a safety risk during the
assessment process, the OSMC will conduct a review. This may be carried out directly by
OSMC or delegated to a group of specified internal or external expertise.
2. At intervals, OSMC will carry out a random peer review of a safety risk assessment.
Step 5 Safety Prevention, Control and Mitigation Measures
Safety prevention and control measures are aimed at blocking the causes from leading to a
hazard being present. It should be acknowledged that this is not always possible, for example,
preventing fog from forming. Safety mitigation measures, or reduction measures, are aimed at
limiting the level of consequence if a hazard is realised.
Safety prevention, control and mitigation measures may include at least one of the following
controls. These are listed in a hierarchy of effectiveness: -

Part B Page 46

If possible, remove the hazard entirely, or cease / cancel the process or activity it relates to.
Design the hazard out by modifying the system (this includes hardware/software systems,
physical hazards, and organisational systems).
Install physical guards or barriers that prevent or reduce exposure to the hazard, or reduce
the severity of consequences.
Issue warnings, advisories, or signs for the hazard.
Make procedural changes to avoid the hazard or to reduce likelihood or severity of the
associated consequence.
Provide training to avoid the hazard or to reduce the likelihood of an associated
consequence.
Ensure that a suitable response and contingency plan are in place.
Quality of safety controls must be judged. Are they always in place, if not, what is the error or
fault rate and how does this impact the likelihood element of the safety risk? Be specific about
how the measures impact the cause or the consequence. Do they aim to reduce the likelihood,
or the severity element of the assessment? Also make an assessment of the quality of any data
or analysis that is used.
The acronym ALARP is used to describe a safety risk that has been reduced to a level that is as
low as reasonably practicable. In determining what is reasonably practicable in the context of
safety risk management, consideration should be given both to the technical feasibility of
further reducing the safety risk, and the cost. This must include a cost-benefit analysis. Showing
that the safety risk in a system is ALARP means that any further risk reduction is either
impracticable or grossly outweighed by the cost. It should, however, be borne in mind that
when an organisation accepts a safety risk, this does not mean that the safety risk has been
eliminated. Some residual level of safety risk remains; however, the organisation has accepted
that the residual safety risk is sufficiently low that it is outweighed by the benefits.
Step 6 Documentation of Safety Risk Assessments
All Operational safety risk assessments shall be documented on the template with reference
SM400.
The form SM400 has 4 key sections. These are: 1: Risk Assessment Summary. The Section 1 cover sheet contains a record of: The process, system or hazard assessed;
The Operations activities that are affected;
The overall risk assessment scores (from Section 3);
Who carried out the assessment;
Sign-off;
Date due for review.
2: Threat Analysis. This contains: Refer to Bow tie diagram shown in section 8.2.6;
Hazards Identified;

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3: Evaluation of Existing Risk. This contains: A catalogue of the outcomes that could be caused when the hazard is realised;
An assessment of the Severity of the individual outcomes;
An assessment of the Likelihood of the individual outcomes;
Reference to any safety data sources and assumptions used in the assessment.
Existing Risk Level
4: Analysis of Additional Safety Measures. This contains: Evaluation of possible measures
A description of the actions identified and their desired outcomes;
Owner for each action;
Due date for completion of each action.
Forecast Risk Level
For routine Development Risk Assessments the documentation is abbreviated, using the Form
SM401.
This form starts out with the Hazard Identification, with associated Severity rating in accordance
with Table 1. The causal factors not listed individually, but are instead addressed by the chosen
safety measures, which are rated as Strong, Medium or Weak. These safety measures are then
used to assign a Likelihood rating in accordance with Table 2, with a resulting Tolerability score
in accordance with Table 3. The standard ALARP and sign-off process is then followed as per
8.2.6.
Completed documentation is to be filed with the SMS Compliance Officer who will ensure that
the review date is recorded for the calendar and also for continued monitoring of any follow-up
actions.
8.2.6
Risk Assessment Methodology - Guidance

Bow Tie Methodology
The methodology used to conduct Operations safety risk assessments is based on a model
known as the bow tie. This is because diagrammatically, the approach represents a bow tie
shape as illustrated diagrammatically below.
The bow tie model consists of different elements and revolves around the hazard (The potential
to cause damage or harm) and the top event (The release or loss of control of the hazard) and
splits the risk assessment into 2 parts.
The first is the threat analysis (alternatively referred to as the causal analysis) and the second
part is the consequence analysis (alternatively referred to as the event analysis).
Diagrammatically, the hazard and top event is placed at the centre with the top event forming
the knot of the bow tie, with the threats and chain of events on the left hand side, together
with the control measures to prevent them, and top event consequences on the right hand side,
together with recovery measures that mitigate against the consequences.

Part B Page 48
Bow Tie Diagram
Threat Analysis: This is an analysis of the chain of events and circumstances that lead to the top
event being present. The threat analysis has the following steps:
Identify the precursors and possible causes that lead to the release of the hazard and the
top event being present.
Describe the existing, or designed, safety prevention and control measures.
List references to any relevant procedures associated with the control measures.
Identify escalation factors which are a condition that lead to increased risk by defeating or
reducing the effectiveness of control or recovery measures.
Owners are allocated for the safety measures and procedures.
Assessment of the effectiveness of existing safety measures.
Identification of any further actions required to change existing procedures or for new
measures in order to meet the ALARP principle.
Consequence Analysis: This is an analysis of the possible undesired outcomes and adverse
consequences that could result from the top event hazard being realised. The consequence
analysis has the following steps:
Detail the possible outcome or range of outcomes that are caused when the hazard is
realised.
Assess the Severity of the outcome (taking into account the realistic worst foreseeable
scenario, but also making reference to the likely range of outcomes).
Assess the Likelihood of the outcome (again, with reference to the realistic worst
foreseeable scenario, but also making reference to the likely range of outcomes).
List references to any safety data sources and assumptions used in the assessment of the
consequences or relevant causes.
Following the completion of the causal and consequence analysis, final steps in the safety risk
assessment process are then: Confirm the overall level of risk and determine whether it is tolerable or not.

Part B Page 49

If tolerable, confirm any further actions, owners and dates for completion.
Sign-off the assessment at the relevant level.
Determine the review date.
File the documentation with the SMS Compliance Officer.
Example of a bow tie diagram -
Level 3 HAZOPS
This may be used to address a short-term situation where the scope and impact are limited
and can be reasonably handled at Duty Management level at, or near to, the time of the
event. Such an event might be:
Unplanned maintenance work on a taxiway surface
Failure of AGL service, or depletion of RFFS capability
A Level 3 HAZOPS will be carried out in accordance with Level 3 Hazard Analysis Checklist,
and will normally entail a discussion with the ATC Watch Manager and other key operational
post holders. There will be no formal recorded assessment of specific risks, but rather the
process will show what issues have been considered and what measures have been put in
place to mitigate any reduction in facilities or capability. Actions to address each of the
checklist items will be agreed between the parties and recorded on the checklist.
8.2.7
References
a)
b)
c)
Aerodrome Manual Part B, Para 8.2

CAP 795 - Safety Management Systems - Guidance to Organisations
ICAO Doc 9859 Safety Management Manual

Part B Page 50

9
AIRFIELD SAFETY REPORTING & INVESTIGATION

Safety Reporting & Investigation is carried out for two main reasons. The first is that in
certain circumstances it is a legal requirement for an incident or accident to be reported and
then investigated. The second is that useful information can be gathered, analysed, and
learned from by reporting safety occurrences with the aim of reducing further incidents.
The section below gives an overview of Airfield Safety Reporting & Investigation; however
for further details please refer to:
Aerodrome Manual Part E Airside Standing Instructions ASI 9 Accident, Incident, and
Safety Reporting
It is a legal requirement that all aircraft accidents and incidents are reported to the Civil
Aviation Authority (CAA), the Air Accident Investigation Branch (AAIB) and the Health and
Safety Executive (HSE) if deemed appropriate by the HAO, ASAM or ADM. Furthermore
prompt and thorough investigations of accidents and occurrences may result in important
lessons being learned, helping to avoid a re-occurrence. The following instructions relate to
all the reporting systems used at Manchester Airport.
9.1
Airfield Occurrence Reports

The Airfield Operations Team is primarily responsible for maintaining safety and operational
standards within the Airfield Boundary.
All Accidents, incidents and safety occurrences within the Airfield boundary will be recorded
in the first instance on an Airfield Occurrence Report (AOR).
9.2
Mandatory Safety Reporting

Mandatory Occurrence Reports (MORs) are submitted in accordance with the Air
Navigation Order and the procedures contained in CAP 670 and CAP 382.
It is a requirement of operating at Manchester Airport that all airside accidents and safety
related incidents must be reported to MA Airfield Operations. This therefore falls under
mandatory safety reporting.
9.3
Reporting Procedures
The CAA requires that MOR reports be filed within 72hrs of the occurrence.
All reports are to be made using the appropriate CAA form.
The person completing the form is responsible for ensuring that it is dispatched to the
CAA SIDD.
Personnel filing MORs are requested to copy them to the MA HAO as reasonably
practicable on the day the MOR was filed.
The HAO is to review the evidence and submit an occurrence folder to the ASAM, as
soon as reasonably practicable or in the absence of the HAO the ADM will facilitate this
action.

Part B Page 51

9.4
Incident / Accident Investigation

The ASAM will initiate and carry out a full investigation into the occurrence appropriate to
the MOR Category detailed at 9.6.
The investigation will be fully documented and witness statements and accounts taken as
appropriate. Other organisations may need to be involved such as Airlines, Handling Agents,
ATC and Internal MA departments. Once completed, results and recommendations will be
made and the completed document presented to the Airfield Planning & Compliance
Manager for consideration.
The ASAM will report through to the Operational Safety Management Committee results of
Internal & External investigation findings that may have implications for MAs SMS.
Dependent upon the nature of the incident and results of the investigation, a review of
procedures or training may be required in order to prevent a reoccurrence.
It should be noted that an Occurrence folder might be opened in response to a nonreportable accident and that an investigation and review will still be undertaken.
9.5
Follow Up Actions
Following an investigation, appropriate to the severity of the incident, any or all of the
following actions may be taken:
MA may require additional training for personnel concerned
An infringement notice may be served
Procedures may be modified
A monthly Airfield Safety Management Report of all airside accidents/incidents is produced
and discussed at the Safety Performance Committee and OSMC.
9.6
Categorisation of MOR Incidents

Categorisation for use with MOR incidents, with objective of prioritising follow up action
and response timescale, with indication of a threshold at which follow up investigation is
not required.
FREQUENCY
SEVERITY
H
A
M
A
L
A
M
L
B
C
B
D
C
D

Part B Page 52

9.6.1
Definitions
Severity
H
Serious safety hazard e.g. accident averted by providence, avoidance action taken.
Several safety nets failed. Serious injuries or significant aircraft damage were or
could have been a possible outcome. RIDDOR reportable. AAIB reportable.
Runway Incursion category A or B.
Significant safety issue e.g. some reduction on safety margins, one or two
elements of procedure or safety nets failed. Possibility of small injury, nonRIDDOR or minor aircraft damage.
Runway Incursion category C or D.
No immediate safety concerns. Service standards may be affected.
Frequency
H
About once a month on average
Small number of occasions per year (up to about 4)
Infrequently, once in 2 years or more
Response
A.
B
C
D
Activity to stop or to be immediately reviewed and put under close monitoring

activity.
No immediate need to stop activity or make changes to procedures.
No immediate action but ALARP measure to be considered. Monitor.
No action required but may require further monitoring in the future.
Investigation process
A. Refer to ASAM for urgent investigation. Recommendations to be implemented
B
C
D
within 3 months.
Refer to ASAM for investigation in routine time. Recommendations to be
implemented within 6 months.
Sign off at AOR level and refer to AOR procedures.
Sign off at AOR level and refer to AOR procedures.

Part B Page 53

10
SAFETY PERFORMANCE MONITORING

In order to ensure that we continuously improve and develop our safety levels, it is essential
to report and analyse safety performance. This not only highlights any areas requiring
attention, but allows a person to see where safety is improving; a positive feedback source
for the Safety Management System.
Safety performance monitoring at Manchester Airport is owned by the Airfield Operations,
Safety & Compliance team. An Airfield Safety Management Report is produced monthly,
reporting data in the following key areas:
Runway Safety
Air Navigation Services
Runway Incursions
Runway Excursion
Runway Friction
Runway Lighting
Airprox
Loss of Separation
Level Bust
Zone Infringement
Wildlife Control
Aircraft Taxiing
Confirmed Wildlife Strike Events

Unconfirmed / near miss strike events
Risk Category of wildlife observed
Wildlife dispersal methods deployed
Grassland Management
Deviations from cleared Taxiway

Aircraft parking errors
Obstruction to taxiing aircraft by
1. Moving Vehicle
2. Stationary Equipment
Turnround Related Incidents
Safety Assurance
Collision of equipment with aircraft

Pushback error
Vehicle Accident
Apron FOD
Safedock Operator absent

Airfield Occurrence report summary
RFFS Incident response call outs
Turnround Audits
Non compliance
CAP642 Vehicle/Equipment Inspections
CAP642 Summary
MOR Investigation
Safety Awareness Promotion
Airside Safety Bulletins
Airfield Safety Promotion News

Part B Page 54

10.1
Safety Severity Categorisation

In order to further develop safety target setting methods, the Safety Severity Categorisation
system (SSC) is operated through the relevant Safety Performance Committee. Rather than
focusing purely on the number of certain types of events, this system ranks each event
according to severity of outcome. Targets are then set against the number and severity of
all safety events and updated annually by the SPC. The advantage of this type of system,
rather than setting a target of, for example, no more than 30 birdstrikes per year, is that it
allows focus to be immediately fixed on the most serious events, regardless of the
immediate cause. Such a system does not replace standard monitoring of individual types of
safety events, but focuses resource on investigating and improving the high-risk areas.
General safety performance is described in chapter 10 of this document.
Type of Event
ANS Event
Airprox
Loss of Separation
Level Bust
Airspace
Infringement
TCAS R/A alert
Level 1
Negligible
Level 2
Minor
Level 3
Moderate
Level 4
Serious
Level 5
Catastrophic
No conflicting
traffic. Meets
definition
technically but
no adverse
effect
Traffic conflict
but no
significant
adverse effect,
routine
intervention
Event that
required
urgent
intervention to
avoid being
serious
Event narrowly
avoided an
Accident
N/A Aircraft
collision
Runway Incursion
N/A
As above (Cat
C/D)
As above (Cat
B)
As above (Cat A)
N/A Aircraft
collision
Accident to aircraft
Potential
collision
prevented by
chance or
intervention
Damage visible
but no adverse
effect
Aircraft
unserviceable
due to costly
damage
Aircraft requires
prolonged major
repairs, any
reportable
serious injury
Aircraft
destroyed,
possible loss of
life
Insignificant
damage and
no injury
Damage renders
unfit for use,
minor low cost
repairs, possible
first aid injury
Damage
renders unfit
for use, major
costly repairs,
any minor loss
time injury
Damaged
beyond repair
and any
reportable
serious injury
caused
Vehicle or
equipment
destroyed and
loss of life
Confirmed or
reported
event on or in
vicinity of
airfield but no
adverse effect
on flight
Damage visible
but no adverse
effect on flight.
Any strike by
multiple birds
Aircraft
unserviceable
due need for
repairs,
possible
cautionary
landing
Aircraft makes
an urgent
emergency
landing and
requires
prolonged major
repairs
Aircraft
destroyed,
possible loss of
life (see
Accident to
aircraft)
Accident to vehicle
or equipment
Birdstrike
(Confirmed and
Unconfirmed reports)

Part B Page 55

Further guidance on scope for categorisation
Type of Event
Level 1
Negligible
Level 2
Minor
Level 3
Moderate
Level 4
Serious
Level 5
Catastrophic
ANS Events
inc.
Runway
Incursion
No immediate
effect on
safety.
Existing safety
controls
effective in
preventing a
more
significant
outcome.
Safety levels
deteriorated
but event
managed within
safety margins
to prevent a
more serious
outcome.
Ample time to
consider options
for intervention
action.
Safety is
compromised,
leading to a large
reduction in
safety margins.
Safety controls
effective are few
or almost nil,
possibly solely
reliant on human
intervention to
resolve.
Use of urgent or
emergency
procedures used
to recover the
situation.
Accident, but not

including range
of events
defined in CAP
382 or EC/94/56
(some fall into
Level 3 or 4 for
accident damage
to aircraft).
Human Injury
No injury or
near miss.
Injury
prevented by
chance or
intervention.
Minor, first aid

treatable injury.
Lost time injury

within RIDDOR
criteria (3+ days).
Accident nearly
occurs, no safety
controls remained
effective.
Outcome not
under control of
any party and
accident avoided
by providence.
Little or no active
intervention
possible or took
place or time
available.
Potentially
extreme
manoeuvre may
have been
executed.
HSE Major RIDDOR
injury to no more
than one person.
Multiple or
single loss of life
or multiple
Major RIDDOR
injuries.
Notes:
Airprox can only be Minor (Cat C), Moderate (Cat B) or Serious (Cat A).
Airspace Infringement can be Negligible or Minor. If more serious, will be categorised as
Loss of Separation or Airprox.
Loss of Separation can be Negligible or Minor. If more serious, will be categorised as
Airprox.
Level Bust can be Negligible or Minor. If more serious, will be categorised as Loss of
Separation or Airprox.
Runway Incursion can only be Serious, Moderate or Minor and not Negligible.
Accident involving damage to aircraft cannot be Negligible.
10.2
Safety Surveys
Safety surveys are generated from the weekly Safety Performance Committee meetings
with MA and NATS.

Part B Page 56

11
11.1
CONTRACTED ACTIVITIES
ILS Inspections
ILS flight inspections take place every six months on the ILS equipped runways.
A licensed contractor (currently Cobham Flight Inspection Ltd) carries out this function
11.2
Compass Swing Facility

A Compass Swing Base (CSB) is provided on the airfield for use by based aircraft and visiting
aircraft which require compass re-calibration prior to flying again. The CSB is located at the
junction of Taxiways Bravo, Charlie and Kilo.
The CSB is certified to Category 2 standards. QinetiQ plc, who are approved by the
Government carries calibration and re-certification out bi-annually. A calibration certificate
is held by the Head of Airside Operations and maybe viewed at any reasonable time.
11.3
Aerodrome Survey Data and Treatment of Obstacles

CAP 232 sets out the required specification for aerodrome topographical and
obstacle limitations surveys. Manchester Airport will procure these under contract with a
CAA approved provider.
11.4
The Management of Air Traffic

The management of Air Traffic within the Manchester Airport CTR, and Radar control of
associated IFR Air Traffic outside the CTR, are contracted to NATS. NATS carry out their
responsibilities in accordance with the standards in CAP 493, The Manual of Air Traffic
Services (MATS) Part 1 and CAP 670, ATS Safety Requirements. Details of the Air Traffic
Services provided and local procedures are contained in the Manchester MATS Part 2.
11.5
Aeronautical Ground Lighting

ATG provide Manchester Airport with expertise in maintaining the soft wear for the AGL
system.
11.6
Navigational Aids
Navigational Aids are operated in accordance with MATS Part 2, in compliance with CAP
670. The equipment is maintained in accordance with the NATS Management System where
NATS has been delegated with Engineering Authority. In the case of the Surface Movement
Radar, Manchester Airport Group contract directly with a maintenance provider, who
coordinates requirements in consultation with NATS Engineers.

Part B Page 57

12
SAFETY AUDITING
Auditing various airfield activities is an important part of the SMS and is essential to
ensuring Safety Performance Monitoring and Measurement. The safety auditing process is
divided into 2 categories:
Internal Audits
External Audits
Where the competence to complete audits is held internally, MA and/or MAG staff carry out
audits. When the subject area is too specific to have a specifically trained member of
internal staff, external companies are used. The next section gives an outline of the Safety
Audit system currently in place.
12.1
Airside Safety Audits

The following areas are subject to audit, either by Airfield Operations, Safety and
Compliance or an externally appointed company:
Audit Area
Brief Description
Auditor
Minimum Audit
Frequency
MA Internal
Departments
To ensure compliance with the

Airfield Operations,
Safety & Compliance
/ External
Annually
Fuel Management
Compliance with CAP748 for

those companies who store
aviation fuel or who have
responsibilities for into plane
fuelling.
External
Bi-Annually per service

partner
Service Partner
To assess Service Partners

compliance with MA
requirements for airside
operations and ASIs.
Safety & Compliance
Refer to annual audit

matrix
Aircraft Turnround
To assess Service Partners

compliance with CAP 642 and
Local Airfield Instructions.
Safety & Compliance
Daily
Driver Training
(Internal / External)
To ensure compliance with the

AOA / Manoeuvring Drivers
Permit Scheme
Safety & Compliance
Annually per service

partner
Self Certification
(Operators Vehicle
Maintenance
Standards)
To assess the Operators

compliance with CAP 642 and
MA requirements on vehicle
standards.
External

partner
Ramp Vehicle
Inspection
Spot-check process to monitor

compliance with CAP642
vehicle standards.
Airfield Operations
Weekly
Self Certification
(Airbridge Operator
Training)
To assess the Operators

compliance with MA
requirements on the airbridge
training operation protocol.
Safety & Compliance

partner

Part B Page 58

12.1.1
Safety Audit Process
The Safety Audit process is a robust system incorporating:

Communication of intent to audit contact is made by Airfield Operations Safety &
Compliance to the organisation / department concerned informing them of the
upcoming audit date and time.
Audit an audit is carried out by Airfield Operations, Safety & Compliance by one or
more of the Audit Team.
Audit write-up & issue of action plan post-audit, the findings are written into a
report, along with an expectation of the actions to be carried out by the audited
organisation. The timescales given for actions to be implemented are based upon the
severity of any safety concerns.
Check and review of action plan the action plan is monitored and followed up to
ensure that all safety concerns have been addressed.
Depending upon the type of audit this structure can be altered. For example, for daily aircraft
turnround audits it is not feasible to write a letter of intent and individual action plan for
each company at each audit. What is more reasonable is to highlight any major concerns
immediately, but then build up a case of improvements that need to be made, and deliver
them during the Service Partner audit.
All audits will be carried out in confidence, the results of Internal or External audits will
remain confidential to those companies or departments having been audited, the results of
the audit including any non-compliance with the agreed actions and timescales will be
discussed at the audit out brief.

Part B Page 59

All reported non-compliances should be dealt with using the best endeavours of the
company having been audited, any delay on agreed actions and time scales could however;
result in the audit being referred to the Airfield Safety Assurance Manager. Persistent noncompliances by individual companies will be monitored by the Airfield Operations, Safety &
Compliance Audit Team and brought to the attention of the Airfield Safety Assurance
Manager.
All non-compliances resulting from the Audit Reports will be included in the monthly Airfield
Safety Management Report and subsequently discussed at the Safety Performance
Committee and Operational Safety Management Committee (OSMC).
A Safety Management Audit Matrix is produced by the Airfield Operations, Safety and
Compliance Audit team, this document sets out the dates of the programmed audits for a 12
month period, whilst the matrix sets out the preferred audit schedule, changes to the matrix
will be made to facilitate the audit process when necessary. Further audits may be included
in to the schedule, should a company not maintain agreed safety standards.
12.1.2
Safety Audit Schedule

An annual schedule of the audits to be carried out is produced for each financial year. The
Airfield Safety Assurance Manager is responsible for the Safety Audit Schedule. The internal
and external annual audit schedules will be subject to approval by the APCM and the
Operations Director (Accountable Manager).
12.2
Manchester Airport Group Auditing

Safety auditing is a core safety management activity and provides a means for systematically
assessing how well each group airport is meeting its safety objectives. The MAG safety audit
programme, (together with local safety performance monitoring) will provide feedback to
departmental and senior managers concerning the safety performance of their individual
airport. The safety audit process can provide the means of identifying potential problems
before they have an impact on safety.
12.3
Audit Frequency
The Group audit will be carried out at each airport on a rolling programme, ensuring that all
group airports are audited within a 12-month period. The audit programme (dates, times
etc) will be administered by Manchester Airport, Airfield Safety Assurance Manager. Specific
audit dates will be set at the annual audit review meeting.
The Audit Team will also review audit findings from the previous year and discuss the
auditing process, ensuring best practice and high standards are maintained.

Part B Page 60

12.3.1
Auditable Areas
Core items selected from:
Certification Documentation
Safety Management Systems
Aerodrome Characteristics (as per EASA AMC/GM]
Aerodrome Safeguarding, Surveys & Management of Obstacles
Apron Management
Runway Incursion /Excursion Prevention
Airfield Wildlife and Grassland Management
On Aerodrome Developments (as per CAP 791)
Runway Surface Friction (reports & management of system (CAP 683)
Airside Driving & Vehicle Standards
Airfield Ground Lighting
Fuel Management
In addition Theme Items and areas of focus should also be included. These may include
current high profile/targeted regulatory issues and also areas identified as requiring some
form of action from previous audits.
12.3.2
The Airfield Operations Safety Audit Team

As defined in ICAO doc. 9859 the MAG audit team will comprise of personnel who have
practical experience in the disciplines relevant to those areas to be audited, have a good
knowledge of the relevant regulatory requirements and the audited airports SMS.
An audit team member will meet one of the following category requirements, as defined
within the MAG group operations and safety audit team core competency matrix.
Competent Auditor:
A person who has undertaken recognised training and has relevant experience in their
present position for the relevant discipline. They must also have undertaken recognised
training in auditing techniques. This person is authorised as competent to undertake
auditing of the relevant discipline alone or as a member of a task group that includes an
assistant who has the relevant discipline competencies.
Assistant:
A person who has significant experience of the relevant discipline. This person may act as a
member of a task group auditing the relevant discipline but only when at least one other
member of the group is a Competent Auditor. This person may not act alone.
Lead Auditor:
Must have taken recognised training in auditing techniques and be able to act as
Competent Auditor.
Each Manchester Airport Group audit team will comprise of a minimum of four persons to
include at least two competent auditors of whom one will assume the lead auditor (audit
team leader) role. Team members will be drawn from Airfield Operations staff from each of
the other group airports and will be of a minimum grade of Supervisor (or equivalent).

Part B Page 61

Development of others to undertake auditing duties shall commence with such persons
initially adopting an observer role, prior to undergoing auditing techniques training. An audit
co-ordinator shall also be appointed prior to each audit in order to facilitate the audit
process at the recipient airport; this function will also provide the appropriate response
within the detailed timescales.
12.3.3
Audit Plan
As part of the audit plan a formal notification of intention to perform each group audit will
be sent to the relevant airport by the nominated lead auditor at least 28 days prior to the
audit. Requests for preparatory material (procedures, training records etc) and the
availability of audit interviewees will also be made at this time. Each airport will have a clear
understanding of the purpose, scope, resource requirements, audit and follow up processes
prior to the arrival of the audit team.
12.3.4
Audit Conduct
This is the actual audit process of fact finding and or inspection. Any pertinent information
relating to the process or procedure under inspection may be reviewed. Audit teams are not
to disrupt the normal routines or activities of the department/operation under audit.
12.3.5
Opening Meeting
Each MAG audit will commence with an opening (in-brief) meeting in which the lead auditor
will present the background for the audit, its purpose and areas to be audited (as detailed
within the audit plan under planned activities) by the audit team. The practical
arrangements, including the audit programme and availability of staff for interview, as per
planned activities will be discussed and agreed upon with the relevant departmental
manager.
12.3.6
Audit Procedure
The audit teams assessment will be comprised of the following elements:
Documentation review
Staff / third party interviews
Audit observations, in relation to relevant regulations and procedures so as to
provide conformation on observations noted as nonconformities, deficiencies or
safety shortcomings.
Reviews of previous group / regulatory audits.
Audits can only be carried out with regards to each airports published Operational
Procedures, Policies, Safety Management and Aerodrome Manuals. Only those theme items
published on the pre-audit plan, together with any items remaining open from previous
audits/follow ups will be audited. Should the audit Team leader request any additional areas
to be audited these must be discussed with the relevant management team before or
during the audit process. Any serious discrepancies (dependent on the nature) may be dealt
with during the audit. (Airport management may also require regular progress reports
during the audit).

Part B Page 62

12.3.7
Closing meeting
A closing meeting will be held with the airport management in order to brief them on the
audit findings these may fall into two categories:
Auditors comments may include: Serious discrepancies of non-compliance requiring immediate attention, and/or
Discrepancies or non-compliance requiring rectification within an agreed time limit.
Observations on issues that are likely to impact on safety or become regulatory
issues before the next audit.
The results of the audit will be presented at the closing meeting in the form of an interim
audit report. Comments made during the closing meeting will be considered in the
preparation of the final audit report.
12.3.8
Audit Response
Following the audit, manager(s) from the departments concerned should develop an
appropriate response; this should set out the action(s) to be taken to resolve identified
deficiencies or safety shortcomings. A copy of this document should be forwarded to the
lead auditor within six weeks of receipt of the final audit report.
12.3.9
Audit Follow-Up
The primary purpose of the audit follow up is to verify the effective implementation of the
audit response. A follow-up visit should be made within 9 months of the audit response
indicating the current status of progress made together with any unresolved noncompliance, deficiency or safety shortcomings.
All MAG Airfield Operations audit findings and subsequent responses will be treated in
confidence with those concerned parties but may be shared with relevant regulatory
bodies. The Group Safety Board will discuss the results and review the response for each
audit. Individual airports in line with their individual SMS will promulgate any relevant issues
and/or learning points. The MAG Group Safety Board is to be kept informed of the results of
the Airfield Operations auditing process.

Part B Page 63

13
SAFETY REPORTING
13.1
Open Reporting System

MA Airfield Operations has an open reporting system for use by all colleagues within the
Airfield Operations Team. Any member of the Airfield Operations team may submit an
Open Report for consideration by the Airfield Operations Senior Management Team.
Reports maybe submitted for consideration at the MA and NATS Safety Performance
Committee weekly review meeting. Actions are tracked for confirmation of follow up
actions being completed.
13.2
Safety Issue Reporting

Two Safety issue-reporting systems are in use. The CA4114 reporting system exists between
Airfield Operations, Apron Control, and NATS. It allows for any formal or informal safety
related concerns to be raised between the three departments and then discussed at the MANATS Safety Incident Review Group meeting. Additionally, an Open reporting system is
used by Airfield Operations for staff to highlight issues or make suggestions in the airfield
operations field.
13.3
Voluntary Safety Reporting

A Voluntary Safety Reporting system is available for Manchester Airport Airfield via MAG
World Voluntary Safety Reporting and provides a further method for increasing knowledge
on safety performance and culture. This reporting system provides a means to allow airfield
users to raise safety concerns that can be responded to and investigated further.
14
SAFETY COMPETENCY FRAMEWORKS

The MA Operations Safety Competency Framework outlines areas of expertise required to
run a safe and regulated aerodrome, the people that are charged with such responsibilities,
and training needs to ensure areas where improvement/maintenance of competency is
required. This framework is based on CAP 700.
Airfield Operations, Asset Management & MAFRS both have competency frameworks in
place that cover the duties of technical staff who are required to know specific procedures
and carry them out in specific ways. For MAFRS, such requirements are required in order to
retain role competence.
A separate Competency Framework, controlled by MA Airfield Operations, Safety and
Compliance, focuses on technical and professional knowledge, experience, and where
appropriate, qualifications for the management responsibilities within Operations and
covered by the SMS.
Documentation is stored in accordance with CAP 790. MA does not currently stipulate
requirements for the storing of other training records.

Part B Page 64

15
15.1
THE MANAGEMENT OF CHANGE

Introduction
One of the risks within an organisation is when something

changes, be it a process or a job specification, leading to an
alteration in safety responsibilities. There are various
situations when a change can occur and as such, this
section outlines the procedures MA puts in place to ensure
any risks are assessed and managed to a level As Low As
Reasonably Practicable.
Section 14 outlines the MA Operations Competency Framework, which form the core basis on
which assessments of change are carried out. Therefore Section 14 should be read in
conjunction with this section.
15.1.1 Changes Requiring Notification to Competent Authority
Manchester Airport will gain prior approval from the Competent Authority as required by EASA
Regulation ADR.OR.B.040. Examples of changes requiring notification are as follows:
a) Use of alternative means of compliance.
b) Changes to the Manchester Airport change management procedure.
c) Changes to the certification basis, or the terms of the certificate.
d) Changes to safety-critical aerodrome equipment.
e) Changes significantly affecting elements of the aerodrome Manchester Airports safety
management system.
f) Changes to the level of protection of rescue and firefighting services.
g) Changes to low visibility procedures.
h) Operation of aircraft with higher code letter.
Moreover the Competent Authority may require prior approval for changes to any obstacles,
developments and other activities within the areas monitored by the aerodrome operator in
accordance with ADR.OPS.B.075, which may endanger safety and adversely affect the operation
of an aerodrome.
15.1.2 Changes not Requiring Notification to Competent Authority
Manchester Airport will appropriately manage and assess all changes to personnel, systems,
equipment and procedures to ensure an acceptable level of safety is maintained during and
after periods of change. Para 15.2 and 15.3 describe the Management of Change.

Part B Page 65

15.2
The Management of Change (Personnel)
15.2.1 Requirement
Any significant safety-related key personnel change detailed within the Aerodrome Manual Part
B SMS or within its sphere of influence, including the implementation of a new post,
modification of existing posts or change to the person within that post shall be subject to the
MA Operations Competency Framework assessment.
15.2.2 Responsibilities
The Airfield Policy & Compliance Manager (Safety Manager) shall notify all managers about any
potential safety-related change to any key safety personnel, as there may be interaction
between departments, which must be considered as part of the change management process.
Heads of the Department shall be responsible for safety assessments of all safety related
changes within their respective departments.
All safety significant posts have Safety Accountabilities and Responsibilities described within the
MA SMS. Changes to these safety accountabilities and responsibilities or the person undertaking
the post must be subject to the MA Operations Competency Framework assessment.
15.2.3 Direct Role Replacement
When a new member of staff is required to take on the safety responsibilities previously held by
a colleague who is no longer in that role, the Competency Framework is used to compare their
current level of competency in each area against the level needed to fulfil the safety
responsibilities of that role. This gap analysis allows a subjective assessment of each candidate
relating to their safety responsibilities and expertise, provides an objective training plan to
acquire the areas of competence needed to fulfil the entire role. This process also prevents a
person without the competency required from filling a role for which they do not have, or
cannot get within an appropriate amount of time, the required safety competency. Until such a
time that a new appointment to a role can fulfil all the required safety responsibilities, an
existing member of the operations team should be identified as fit to cover the area
temporarily.
15.2.4 Merger of Roles
Should a situation occur where the safety responsibilities of two or more persons are merged
into one, or altered significantly so that responsibilities switch between two or more members
of staff, the Competency Framework will be used initially to identify the safety responsibilities of
the roles concerned. Once that is established, the safety responsibilities are then incorporated
into the new roles. Use of the Competency Framework ensures that safety responsibilities are
not lost during role transition.
15.2.5 Guidance
a) Safety Competency Frameworks Part B section 14
b) Change Management (System, Equipment, Procedure) Part B, Para 15.3

Part B Page 66

15.2.6 References
a) EASA ADR.OR.B.040(f) Management of Changes
b) CAP 795 - Safety Management Systems - Guidance to Organisations
c) ICAO Doc 9859 Safety Management Manual
15.3
The Management of Change (System/Equipment/Procedure)
15.3.1 Requirement
Any significant System, Equipment or Procedural safety-related change detailed within the
Aerodrome Manual Part B SMS or within its sphere of influence, including the implementation
of a new procedure, modification of existing systems and the introduction of new systems, shall
only be effected after the appropriate safety assessment has demonstrated that an acceptable
level of safety will be met.
15.3.2 Responsibilities
The relevant Head of the Department shall notify all managers about any potential safetyrelated change to any equipment, procedure or system as there may be interaction between
systems, which must be considered as part of the change management process. The
Department Heads shall be responsible for managing all safety related changes within their
respective departments.
15.3.3 Procedural change
When a procedural change occurs (i.e. new regulation from the CAA or a new way of carrying
out a safety critical activity) an initial risk assessment will be carried out by the relevant manager
to determine the risk involved with the change.
This may require users to be consulted. When, due to the nature of the change, the acceptable
level of safety cannot be expressed in quantitative terms, the safety assessment may rely on
operational judgement.
15.3.4 System/Equipment change
Aerodrome and ATS system/equipment changes commonly pass through a variety of phases
during their life from initial concept through to decommissioning. Safety needs to be planned
for and addressed in all of these phases although the depth of risk assessment will vary
depending upon the stage of the project and the degree of risk that exists. Performing risk
assessment early in the change process can identify hazards that impact on the design of the
system/equipment. It is better that these hazards and their impacts are identified early in a
change so that the system/equipment can be designed to take account of them, rather than
incurring expense trying to change a design or retrospectively to generate safety assurance
evidence later in a change. Also, failure to update earlier safety analyses with information that
subsequently becomes available in later change phases may invalidate the earlier analyses.

Part B Page 67

15.3.5 Guidance
a) Safety Risk Management Methodology Part B, Para 8.2
b) Change Management (Personnel) Part B, Para 15.2
15.3.6 References
a) EASA ADR.OR.B.040(f) Management of Changes

b) CAP 795 - Safety Management Systems - Guidance to Organisations
c) ICAO Doc 9859 Safety Management Manual
16
SAFETY COMMUNICATIONS
Promoting and communicating the SMS is key to its success, particularly the sections
focussed on behaviours and culture. A number of communication methods are used, and
they are described below:
Operational Documentation and Notices
Aerodrome Manual
Part A - General
Part C Particular of the Aerodrome
Part D Particulars of the Aerodrome required to be reported to the AIS
Part E Aerodrome Policy & Procedures
Emergency Orders
Airside Directives
Airside Safety Bulletin
Airfield Safety Newsletter
Minor Works Brief
Airfield Safety Management Reports
Please see 7.1 of this document for more detail.
Promotion and Awareness
In order to ensure the correct messages about safety are getting to the right people,
dedicated awareness campaigns are carried out within the Operations department. Rather
than standard instruction sheets, the use of branded marketing material helps to bring the
safety message to life, as well as embedding the SMS as a corporate sponsored strategy.
Internal Communications
Internal communications through email, intranet, and other publications are used to
continuously promote the SMS, both within Operations and MA as a whole.

Part B Page 68

17
SAFETY TRAINING & EDUCATION

The Manchester Airport site has approximately 20,000 staff, most of who work for third
party companies. However, MA has a duty to operate a safe airfield, and therefore takes on
a responsibility to ensure those who work on the airfield understand the risks and hazards
involved. Training & Education is split into two distinct parts, although there is some overlap
in certain circumstances i.e. safety inductions for all new staff be they employed directly by
MA or by third party company.
17.1
Manchester Airport Staff

The training and education of MA staff is supported by Competency Frameworks in place
throughout all operational areas (Airfield Operations Safety & Compliance, Airfield
Operations, and Asset Management). Such documents are owned by each area head and can
be accessed at any time by authorised persons on request. The competency frameworks
include not only basic safety training, but also specific training relating to individual roles.
They also assess non-operational roles (i.e. management positions) to ensure that suitable
and qualified persons are employed in safety critical roles.
17.2
Third Party Company Staff

The training and education of third party Company staff is the responsibility of the Company
itself, but is supported by MA where possible. As stated above, there are certain elements
where MA dictates requirements; examples being Airside Driver Training and Airside Safety
Induction Training. The main way in which training and education is monitored by MA is
through the use of an audit system, as outlined in Section 12 of this document. This ensures
that each third party company reaches certain generic standards relating to safety, allowing
MA to be confident that said company is safe to operate on the Manchester Airport site. In
addition, safety targets are contained in the Ground Handling Licences applicable to key
airside operating Companies.
17.3
External Groups
To ensure that a wider industry perspective is taken into consideration, MA Operations
maintain involvement in a variety of external groups focussed on operational safety. A
valuable exchange of safety information and learning is achieved through these groups and
contributes to further improvements to policies and procedures at Manchester and the MAG
airports. A selection of these groups includes:
Airport Operators Association Operations and Safety Group
Airports Council International Technical Operations and Safety Committee
UK Flight Safety Committee
17.4
Human Factors
There are many ways in which human interaction can have an impact on safety. A dedicated
training programme on Human Factors is offered to all key post holders with operational
safety responsibilities. This involves most managers within Operations.

Part B Page 69
Part C Particulars of Aerodrome Site
Part C
Particulars of Aerodrome Site

Not valid after 31/12/2016 Uncontrolled when
printed/Downloaded
Part C Page 1
AERODROME CHARACTERISTICS
NOTE: Information in this Section must not be used for operational of flight planning purposes
1.
2.
LOCATION AND ELEVATION

Aerodrome Reference Point
(Mid point Runway 05L/23R)
Lat.
Long.
Aerodrome Elevation
Apron Elevation
257ft
238ft
532113.48N
0021629.82W
INS CHECKPOINTS
All INS checkpoints have been surveyed in compliance with the WGS84 specification.
Comprehensive details are to be found in the UK AIP.
3.
OBSTACLES INFRINGING STANDARD PROTECTED SURFACES

Obstacle
Location
Co-ordinates & height
Air Traffic
Control
Tower
Chimney
Next to North side

fire station
53.21.27.89N
002.16.46.33W
Height 434 Feet AMSL
53.21.50.28N
002.15.28.83W
285 feet
53.21.52.94N
002.15.02.63W
281 feet
53.20.27.30N
002.16.59.53W
316 feet
Chimney
On Airport Hotel
public
house
abeam Link Juliet
On terraced house
Ringway Road
SMR
Antenna
On roof of ATC
tower
DRDF
antenna
Tree
(3553)
South of Taxiway
Alpha, near A4
South of airfield
Tree
(3203)
South of airfield
National
Grid Pylon
South of airfield

printed/Downloaded
53.20.56.86N,
002.16.21.94W
255.35 feet
53.21.05.47N,
002.13.54.38W
344.85 feet
531905.19N 0021705.85W
397 feet
Surface penetrated
& amount
Inner Horizontal
Surface
Where
promulgated
To be included in
UKAIP/NOTAM
23R Approach
24 feet
UK
AIP
Aerodrome Chart
05L Take-Off
Climb
13 feet
Transitional
4 feet
Type A chart
Transitional
13 feet
23L Approach
13 foot
UK
AIP
Aerodrome Chart
UK AIP AD 2.10
Inner Horizontal
11 foot
UK AIP AD 2.10
Inner Horizontal
UK AIP AD 2.10
UK
AIP
Aerodrome Chart
Part C Page 2

4.
MANOEUVRING AREA SURFACES
4.1.
Runways
Runway
Hdg (true)
Length (m)
Width (m)
Starter Extension
Surface
Slope overall
Longitudinal
Slopes
Sightlines
Runway PCN
Shoulders
Shoulder PCN
Stopway
Threshold
Elevation
TORA
TODA
ASDA
LDA
05L
23R
051
231
3048
3048
46
46
None
None
Concrete/ Asphalt
0.49% up
0.49% down
Locally less than 0.25% Change between
consecutive slopes less than
1.5% Maximum rate of change of gradient over
30m is 0.41%.
Owing to the humpbacked profile the full length
of the runway may not be visible from the flight
deck of an aircraft lined up at the end of the
runway. The high point of the runway is abeam
link golf.
94/F/C/W/T
94/F/C/W/T
23m each side
05R
23L
051
231
3047
3200
45
45
None
150m x 30m
Concrete/Grooved Asphalt
0.46% up
0.48% down
Local slopes less than 1.25%. Change
between consecutive slopes less than
1.5%. Maximum rate of change of gradient
over 30m is 0.1%.
Full length of the runway is visible from any
point.
25% of runway strength

None declared
212 feet
249 feet
79/F/C/W/T
79/F/C/W/T
7.5m inner each side (paved), plus 7.5 outer
each side (stabilised grass)
42/R/C/W/T
None declared
186 feet
227 feet
3014m
3229m
3014m
2587m
2897m
3197m
2897m
2714m
3047m
3347m
3047m
2864m
3200m
3500m
3200m
2864m
RUNWAY END SAFETY AREAS (RESA)

Runway
Undershoot RESA distance (ref
Ch3 Para 5.2, 5.3)
Overrun RESA distance (ref Ch3
Para 5.2, 5.3)
Runway Slope - first quarter (ref
Ch3 Para 3.3.3)
RESA Slopes (ref Ch3 Para 5.6
5.7 and 5.8)
Navaids in RESA (ref Ch3, 5.9 &
6)
Delethalisation in Graded Area
(ref Ch3 Para 4.1.3)
Delethalisation of full RESA (ref
Ch3 Para 5.4 implied)
Notes
Clearway
Strip Dimensions
05L
517m
23R
390m
05R
242m
23L
534m
240m
240m
351m
242m
Less than 0.8%
0.88%
Less than 0.8%
Less than 0.8%
Less than 5%
Less than 5%
Less than 5%
Less than 5%
No
Small frangible
monitor aerial.
Yes
No
Yes
Small frangible
monitor aerial.
Yes
Yes
Yes
Yes
Yes
Frangible
ILS .
monitor
aerial
and plinth within
declared RESA.
230m
303m
300m wide
60m beyond pavement ends.

printed/Downloaded
Yes
300m
300m
300m wide
60m beyond pavement ends
Note - Strip narrows to 56m on south
Side of starter extension.
Part C Page 3

4.1.1
Illustration of declared distances and Runway End Safety Areas - Runway 05L-23R

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Part C Page 4

4.1.2
Illustration of declared distances and Runway End Safety Areas - Runway 05R-23L

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Part C Page 5

4.2
Northside Taxiway System
Designator
ICAO
Code
TWY
ASTL
Alpha
Bravo
or
Width
PCN
Centreline
to
object
clearance*
49m
Amplifying Comments
TWY
23m
TWY
23m
Charlie
Delta
(abeam STD219216)
Delta
(abeam STD209215)
Delta
(abeam STD203208)
Delta
(R D4)
Delta
(D4 D1)
Foxtrot
Juliet
E
E
TWY
ASTL
23m
23m
95/R/C/W/T (C-D)
82R/C/W/T
Between A1 & A2.
66
F/C/W/T between A2 and B),
72/C/X/W/U
TWY B to TWY C
95/R/C/W/T (B2-B3)
107/R/C/W/T
(B4-B5)
95/R/C/W/T
95/R/C/W/T
ASTL
23m
46.5m
ASTL
23m
50.5m
Strip incorporates Apron

Road
ASTL
23m
42.5m

Road System
49m
47.5m
47.5m
47.5m

Road at the rear of Stand
251-247
Road
107 R/C/W/T
F
TWY/ASTL
25m
E
E
TWY
TWY
25m
23m
107 R/C/W/T
To be confirmed
72/R/C/W/T
55m/50.5m
Juliet Echo
ASTL
23m
56/R/C/W/T
32m
Juliet Foxtrot
ASTL
23m
72/R/C/W/U
38m
Golf G1-G3
ASTL
23m
95/R/C/W/T
36m
Golf G3 abeam
SRD 58)
Hotel
Kilo
Lima
ASTL
18m
TBC
26.5m
E
F
E
TWY
TWY
ASTL
23m
25m
23m
95/R/C/W/T
95/R/C/W/T
95/R/C/W/T
47.5m
55m
42.5m
Romeo
ASTL
23m
107/R/C/W/T
November
(D-N3)
ASTL
23m
95/R/C/W/T
42.5m
more
45m
November
Alpha
Papa
Quebec
ASTL
23m
95/R/C/W/T
42.5m
E
E
ASTL
TWY
23m
23m
97/R/B/W/T
97/R/B/W/T
42.5m
42.5m
Landmark
Taxiway
TWY
10.5m
TBC
19.5m
49m
49m
Twy J Strip between J5 & J4

incorporates the Apron
Road System.
Road. Available for aircraft
up to and including B757.
Strip meets Code C Taxiway
Requirements, but not
Code D Apron Stand
Taxilane requirements.
Road System
Will accept Code E aircraft
with a max wingspan of
60m.
or

Road System.
Road System.
Will accept Code F aircraft
with a max wingspan of
68.5m.
By-pass route across stands

61 to 64 Right
*Taxiway to object clearance is based upon the nearest non-mobile object including parked aircraft. Airside roadways and vehicles
driving on these may exist within this clearance.

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Part C Page 6

4.3
Southside Taxiway System
Designator
Code
TWY or ASTL
Pavement
Width
PCN
Bravo Zulu
Delta Zulu
Foxtrot Zulu
Hotel Zulu
Victor
Victor Alpha
Victor Bravo
Victor Charlie
Victor Delta
Uniform
Whisky
Yankee
Tango
Sierra
E
E
E
E
E
E
E
E
E
E
E
E
E
D
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
TWY
23m
23m
23m
23m
23m
23m
23m
23m
23m
23m
23m
23m
23m
23m
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
79/R/C/W/T
4.4
Centreline
to object
clearance
47.5m
47.5m
47.5m
47.5m
49m
49m
47.5m
47.5m
47.5m
47.5m
47.5m
47.5m
49m
47.5m
Amplifying Comments
Amplifying Comments
A380 capable (V1-V5)

A380 capable
A380 capable
Code
D
due
Runway/Taxiway
Centreline Separation.
Runway 05L/23R Links, Exits & Rapid Exit Taxiways
Designator
Code
TWY or ASTL
PCN
TWY
TWY
TWY
TWY
Pavement
Width
23m
25m
23m
23m
82/R/C/W/T
61/R/B/W/T
95/R/C/W/T
To be confirmed
Strip
Width
47.5m
55m
47.5m
47.5m
Juliet
Mike
Hotel
Foxtrot
E
F
E
E
Delta
TWY
23m
To be confirmed
47.5m
Bravo Delta
Bravo
Alpha Echo
E
E
E
TWY
TWY
TWY
23m
23m
23m
95/R/C/W/T
107 R/C/W/T
97/R/B/W/T
47.5m
49m
49m
Alpha Foxtrot
Alpha Golf
Alpha
E
F
E
TWY
TWY
TWY
23m
25m
23m
56/R/C/W/T
To be confirmed
82/R/C/W/T
47.5m
55m
47.5m

printed/Downloaded
Longitudinal
1.7%
Longitudinal
2.2%
slope
is
slope
is
Total Pavement Width is

25m, however centreline
is not equidistant from
pavement
edge,
therefore not compliant
with Code F Pavement
Width Requirements.
Part C Page 7

4.5
Runway and Taxiway Access Points

Vehicle holding points have been established on roadways leading directly onto runways
and taxiways from points on the perimeter of the airfield. There are two types of holding
position.
Vehicle Runway Access Point (VRAP)
There are five of these, each with a unique designator relating to a nearby Landmark such
as a crash gate. They are shown as a
Symbol on the Manoeuvring Area Drivers Map. Signage at each of these points will show
the unique designator in every case. The ground marking is a Pattern A runway holding
point marking, suitably reduced in scale for road use. There are road guard lights (wigwags) adjacent to the ground marking.
Vehicle Taxiway Access Point (VTAP)
There are seven of these, each with a unique designator relating to a nearby landmark
such as a crash gate. They are shown as a
Symbol on the Manoeuvring Area Drivers Map. Signage at each of these points will show the
unique designator in every case. The ground marking is a double white line. Vehicles holding
at the ground marking will be clear of the taxiway strip.

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Part C Page 8

4.6
Aircraft Stand Provision
Manchester Airport has a complex aircraft parking stand arrangement spread across 3
terminals, with contact and remote stands. There are 93 numbered stands, some with subdivisions known as Multi-Aircraft Ramp System (or MARS). There are a variety of stand
dimensions and configurations, with complex interdependencies between adjacent stands
according to the size of aircraft parked. The stands can accommodate a total of 122 aircraft,
reducing to 93 aircraft when the maximum number of wide-bodied types are parked.
Terminal Stand
Stand Contact
Entry
Number
or
Guidance
Remote provided
1
2
4
5
6
7
8
9
10
11
12
12L
12R
15
16
17
18
22
23
24
25
26
27
28
29
31
32
41
42
43
44
44L
44R
47
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
3
3
1
1
1
1
1
1
1
1
1
1
3
3
3
3
3
3
3
Notes
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
M
SAFEDOCK
SAFEDOCK
SAFEDOCK

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Terminal Stand
Stand Contact Entry
Number
or
Guidance
Remote provided
48
49
50
51
52
53
54
55
56
57
58
61L
61C
61R
62
62L
62R
63
63L
63R
64
64L
64R
65
65L
65R
66
66L
66R
67
67L
67R
68
68L
3
3
3
3
3
3
3
3
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Notes
SAFEDOCK
SAFEDOCK
SAFEDOCK Taken out of service
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
Situated on Taxiway QUEBEC

M
M
M
M
M
M
M
M
M
M
M
Part C Page 9

68R
69
69L
69R
70
70L
70R
71
71L
71R
72
72L
72R
73
73L
73R
74
74L
74R
80
81
82
82L
82R
83
83L
83R
84
84L
84R
85
85L
85R
86
86L
86R
100
101
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
M
Situated on Taxiway PAPA
M
M
M
M
M
M
M
M
M
M
M
M
M
201
202
202L
203
204
204L
205
206
206L
207
208
208L
209
210
210L
211
212
212L
213
214
214L
215
216
216R
217
218
218R
219
231
233
235
237
239
241
243
245
247
249
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
M
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
SAFEDOCK
M
M
M
M
M
M
M
M
M
Situated on Taxiway PAPA
M
M
M
M
M
M
M = MARSHALLER

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Part C Page 10

4.7
Stand Design & Layout

All stand construction will comply with Manchester Airport Apron Design Standards
(Updated 2010). Furthermore, they will be applied whenever existing stands are
redeveloped or reconfigured.
4.7.1
Stand Allocation
Stand Allocation is undertaken by MA Airfield Control using a software application called
CHROMA ASSIGN. The CHROMA ASSIGN database contains information about the
capacity and interdependencies of the stand. The schedule of flights is then applied and
CHROMA ASSIGN allocates stands according to two sets of parameters:
The principal parameters are:
The availability of a stand at the expected arrival and /or departure time of a flight
The capacity of the stand to accommodate the aircraft type
The secondary parameters are:
The terminal allocated to the airline operator
Any special border control and security considerations
Agreed policy on remote vs. contact stands
Any other parameters included in the Stand Allocation Policy, which is a service
driven agreement between MA and its airline customers.
The allocation may be manually overridden by Airfield Controllers in order to tactically
manage capacity. The application will however warn the user of a potential safety conflict
between aircraft on adjacent stands with overlapping occupancy times.
In order to minimise the hazards associated with hot brakes and other technical faults,
aircraft subject to an emergency response involving the Airport Fire Service will be
allocated a remote stand by Airfield Control. The Airport Fire Service will instruct pilots to
keep anti-collision lights illuminated until such time they are satisfied the aircraft is safe
to be approached by ground personnel. This policy does not apply to aircraft reporting a
Medical Emergency.
4.7.2
Aircraft Parking & Docking

Docking guidance of aircraft by Marshalling signals is the sole responsibility of MA Airfield
Operations.
Docking guidance of aircraft by SAFEDOCK is the responsibility of Handling Agents.
Docking of an aircraft under tow is the responsibility of the aircraft operator or the party
contracted to tow the aircraft.
4.7.3
Visual Docking Guidance Systems (A-VDGS)

SAFEDOCK A-VDGS is currently employed to guide aircraft to the correct parking position
on most contact stands and some remote stands. This is a fully automated system which
recognises the aircraft type and provides precision docking guidance once activated by
ground handling agent staff.

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Part C Page 11

4.7.4
Safety Instructions for Pilots

PILOTS MUST NOT ENTER ANY PART OF A STAND UNLESS THE A-VDGS HAS BEEN
ILLUMINATED OR A MARSHALLER IS PRESENT AT THE HEAD OF THE STAND.
4.7.5
Isolated Aircraft Parking Position

Refer to LOP 012.
Note: The decision making process to determine the isolated aircraft parking position (in
certain circumstances) is undertaken between ATC, Airfield Ops and Greater Manchester
Police.
4.8
Table of Facilities
Stand
No
Manufacturer
Installation
Rated Power
Output
Single/Dual
1
2
4
5
6
7
8
9
10
11
12
12L
12R
15
16
17
18
22
23
24
25
26
27
28
29
31
32
41
42
43
44
47
48
49
51
52
53
54
55
56
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
None
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pop-up
Pop-up
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Airbridge
Pantograph
Airbridge
Airbridge
Pantograph
Pantograph
Pantograph
Airbridge
Airbridge
90kva
90kva
90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
4 x 90kva
90 Kva
90 Kva
90kva
90kva
90kva
90kva
2 x 90kva
2 x 90kva
90kva
90kva
2 x 90kva
2 x 90kva
90kva
2 x 90kva
2 x 90kva
2 x 90kva
90kva
2 x 90kva
2 x 90kva
2 x 90kva
90kva
90kva
2 x 90kva
90kva
90kva
90kva
90kva
2 x 90kva
Single
Single
Single
Single
Dual
Single
Dual
Single
Dual
Single
Quad
Single
Single
Single
Single
Single
Single
Dual
Dual
Single
Single
Dual
Dual
Single
Dual
Dual
Dual
Single
Dual
Dual
Dual
Single
Single
Dual
Single
Single
Single
Single
Dual

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28vdc
Convertor
available?
Yes
Yes
Yes
Yes
No
Yes
No
Yes
Yes
Yes
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
No
No
Yes
Yes
Yes
No
No
Can be used on L &

R?
Centre only
Not 44L and 44R
Part C Page 12

57
58
61
62
63
64
65
66
67
68
69
70
71
72
73
74
80
81
82
83
84
85
86
100
101
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
231
233
235
237
239
241
243
245
247
249
None
None
None
None
None
None
None
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
None
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
Jetway
Jetway
Jetway
AXA
Jetway
Jetway
Jetway
Jetway
Jetway
Jetway
Jetway
Jetway
Jetway
AXA
AXA
AXA
AXA
None
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
AXA
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
90kva
90kva
90kva
90kva
90kva
90kva
2 x 90kva
2 x 90kva
2 x 90kva
Single
Single
Single
Single
Single
Single
Dual
Dual
Dual
No
No
No
No
No
No
No
No
No
Centre only
Centre only
Centre only
Centre only
Centre only
Centre only
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pop Up
Pop Up
Pantograph
Pantograph
Pantograph
Airbridge
Pantograph
Airbridge
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Airbridge
Pantograph
Airbridge
Airbridge
Airbridge
Pantograph
Pantograph
Pantograph
Pantograph
2 x 90kva
2 x 90kva
2 x 60kva
90kva
2 x 90kva
2 x 90kva
90kva
90kva
90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
2 x 90kva
90kva
2 x 90kva
1 x 90kva
90kva
90kva
90kva
2 x 60kva
Dual
Dual
Dual
Single
Dual
Dual
Single
Single
Single
Single
Dual
Single
Dual
Single
Dual
Single
Dual
Single
Dual
Single
Dual
Single
Dual
Dual
Single
Single
Single
Dual
No
No
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Centre only
Centre only
Centre only
Centre only
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
Pantograph
90kva
90kva
90kva
90kva
90kva
90kva
90kva
90kva
90kva
Single
Single
Single
Single
Single
Single
Single
Single
Single
No
No
No
No
No
No
No
No
No
Terminal 1
Terminal 2
Terminal 3
Remote

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Part C Page 13

4.9
Taxiway manoeuvring restrictions*
Taxiway
A
C
G
H
J
JE
JF
K
L
N
R
S
T
U
V
W/Y
Manoeuvring Restrictions
None
Turning C2 to D3 unlit. Max A330.
Max wingspan 60 m (B787)
None
None
Not available to B757 whilst B767 on JF
Maximum Code C with eastbound traffic holding at B6
None
Not available to B777 under own power
No restrictions
No restrictions
When V or 23L Starter Extension is in use - Max Code D
Max Code D with Code E at VB2
Blocked when aircraft holding at S1 westbound
None
No turn from V onto VB and T.
Maximum number if aircraft to be held in loop between W1 and Y1: 3 Code E, 4
Code D or 5 Code C
See also Part E, ASI 11 for restrictions applying to Very Large Aircraft.

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Part C Page 14

4.10
Non-Compliances with EASA Certification Specifications
Items recorded as Special Conditions on the Aerodrome Certificate

Special Conditions (SC)
Relevant
Certification
Description Of SC
Specification (CS)
A.005
Aerodrome Reference Code
number (code element one) is
determined by the greater value
25/02/2015
of TODA or ASDA not Aeroplane
reference field length.
B.045
Runway 23L TORA includes a
Starter Extension 150m long and
25/02/2015
30m wide.
Date
25/02/2015 CS ADRDSN.B.060 (c) (2)

25/02/2015 CS ADRDSN.B.065 (c) (1)
B.060 Longitudinal slope slightly

out of tolerance at SW end of 05L23R.
B.065 Radius of slope transition
slightly out of tolerance is places
on 05L-23R.
Reference to supporting
documentation
This is standard practice in the
UK, allowed by UK CAA
In the UK the TODA and TORA

can be extended by the use of
a Runway Starter Extension.
Permitted by UK CAA.
Risk Assessment LV-09
25/02/2015 CS ADRDSN.B.070 (b)

(1)
Sight distance slightly out of

tolerance.
25/02/2015 CS ADRDSN.B.075 (a)

(1)
Distance between slope changes

slightly out of tolerance on 05L23R.
25/02/2015 CS ADRDSN.D.260
25/01/2015 CS ADRDSN.E.360
The separation distance between

the centreline of Runway 05L-23R
and the centreline of Taxiway
Juliet reduces to 171.5m between
J3 and J4.
The longitudinal slopes on
taxiways D & F exceed 1.5% where
they intersect with Runway 05L23R. This is due to local
topography.
The slopes on Stands 100 and 101
are 1.5%
25/02/2015 CS ADRDSN.L.600
Road-holding position marking is

Pattern A
Risk Assessment RO-05
25/02/2015 CS ADRDSN.M.770
EGCC uses Amber lamps for

consistency with RTHPs.
25/02/2015 CS ADR-DSN
D.265 (b) (1)

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Risk assessment LV-08
Part C Page 15

Items recorded on the Deviation and Action Document
(Revised 25/02/2015)
No.
Date
Relevant
Certification
Specification
(CS)
Description of noncompliance
Reference to supporting
documentation
25/02/2015
CS ADRDSN.B.095 (f)
&
CS ADR-DSN
L.565(5) (b)
Nose wheel steering

angle will exceed 45
degrees when used
by certain larger
aircraft types.
25/02/2015
CS ADRDSN.D.250
In certain locations
along taxiways the
main wheel to
pavement clearance
may be less than
that specified at CS
ADR-DSN.D.240 (a)
Some taxiways have
a PCN less than that
of some of the
aircraft types using
them
Taxiway centreline
to object clearances:
-Airside roadways
are located entirely
or partially within
the strips of certain
Apron Stand Taxi
Lanes.
The manoeuvre is well

within the capability of
most aircraft types, which
have a maximum steering
angle of 70 degrees.
Pilots opinions have been
canvassed on the usability
of the turning pads
installed at Manchester.
These all say that the pads
are perfectly usable
without stress to aircraft or
difficulty in manoeuvring.
A380 safety case
25/02/2015
CS ADRDSN.D.285.
25/02/2015
CS ADRDSN.D.320
17/02/2015
CS ADRDSN.L.540

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Expiry
date
LV 12 bow-tie
LV-12 sign off
PMP (Pavement
Management Plan)
LV-07 bow tie

LV-07 sign off
LV 12 bow-tie
LV-12 sign off
Minor non compliance (2m against revised EASA
standard)
- A380 uses some

taxiways with slightly
reduced centreline
to object clearances.
Runway Aiming Point Re-paint to Annex 14/EASA
markings are UK CAP type.
168 format.
Overdue
Part C Page 16

5
5.1
AERODROME CHARTS & MAPS

Location of Aerodrome from the nearest towns

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Part C Page 17

5.2 Aerodrome Chart

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Part C Page 18

5.3
Aerodrome Parking / Docking Chart

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Part C Page 19

5.4
Aerodrome Operational Boundary / Access points

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Part C Page 20
VISUAL AIDS
6.
INTRODUCTION
This section describes the physical characteristics of the Visual Aids provided at
Manchester Airport.
7.
GENERAL
All visual aids will comply with the requirements of ICAO Annex 14, EASA AMC/GM
and CAP637.
Lighting will be operated in accordance with the requirements of EASA AMC/GM
using control systems that comply with CAP670.
All visual aids are subject to inspection for damage, deterioration and serviceability
requirements as described in this Manual.
All visual aids are maintained, repaired and replaced in accordance with the
requirements of EASA AMC/GM.
The failure of any visual aid will be promulgated by NOTAM, ATIS, RTF as appropriate.
CAA approved temporary visual aids may be used if required
Comments made by operators and operational staff concerning the location,
operation and effectiveness of visual aids will be considered.
The implication for visual aids will be considered whenever there are new airfield
developments.
8.
SIGNALS
There is no signals area.
There are 3 illuminated wind sleeves, visible from all runway thresholds.
Marshalling signals provided will comply with Rule 62 of the Rules of the Air
Regulations with the following exception: the signal given to a pilot of a taxiing
aircraft by a marshaller, indicating that there is sufficient wing tip clearance will be
both arms outstretched horizontally.
9.
SURFACE MARKINGS
Painted surface markings are provided on the Runway and Taxiways in accordance
with EASA CS-ADR-DSN.
Runway Designation markings at Runway Crossings Bravo, Bravo Zulu, Delta, Delta
Zulu, Foxtrot, Foxtrot Zulu, Golf, Hotel, Hotel Zulu and Tango.
Surface markings for stand entry guidance markings include a yellow painted stand
number with arrow indicating the extended stand centreline. The stand centreline
itself is painted yellow and runs only within the stand area and not the taxiway strip.
Temporary marking of closed aircraft movement areas is achieved by the use of 5m
long mobile barriers painted white with orange Day-Glo panels which are lit with red
obstacle portable lights at night and in LVP conditions

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Part C Page 21

9.1
Marking of Airfield Work In Progress

Inside the Localiser Sensitive Areas WIP is marked using non-metallic and frangible
fencing.
All other WIP utilises 2 metre fencing of a more substantial construction, with high
visibility base and obstruction lighting.
10
SIGNS
Illuminated Runway Mandatory Holding Position signs are located at each runway
link.
Illuminated Taxiway information and Mandatory signs are provided at taxiway
intersections and holding positions along taxiways. N.B Certain Intermediate Taxiway
Holding Points have Mandatory Signs (White Lettering On Red Background) and
others have Location Signs (Yellow Lettering on Black Background)
Illuminated Stand identification signs are provided for most aircraft stands whether
pier-served or remote, with the exception of stands 61 - 64, 80, 100,101, & 235
11
VISUAL DOCKING GUIDANCE SYSTEM

Apron contact stands are provided with SAFEDOCK AVDGS. A list of the docking
guidance arrangements at individual stands is given in section 3 table 5.6
12
AERONAUTICAL GROUND LIGHTING (AGL]
12.1
General
Aeronautical Ground Lighting (AGL) is a vital part of the airports operational
infrastructure, enabling the continued safe operation of public transport flights at night
and during adverse weather conditions.
Manchester Airport is certificated to operate in Category IIIB weather conditions on
Runway 23R / 05L.

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Part C Page 22

12.1.1 Provision of Lighting Runways
Runway
H I App.
Supplementary
App.
Touchdown
Zone
PAPIs
Threshold
Runway Edge
Runway
Centreline
End Lights
05L
Coded centre-line
908m Five cross
bars
Inner 300m
23R
Coded centre-line
914m Five cross
bars
Inner 300m
05R
Coded centre-line
900m Five cross
bars
None
23L
Coded centre-line
900m Five cross
bars
None
900m LED
900m LED
None
None
RHS 3 325m from

displaced threshold
LHS 3 357m from

displaced threshold
LHS 3 437m from

threshold
HI green with wing

bars
Bi-directional flush
fitted 60m spacing
LED
Coded 15m spacing
LED
HI red
HI green with wing

bars
fitted 60m spacing
LED
Coded 15m spacing
LED
HI red
HI green with wing

bars
fitted 61m spacing
LHS 3 561m from

displaced
threshold
HI green with wing
bars
fitted 61m spacing
Coded 30m spacing
Coded 30m spacing
HI red wingbars
HI red
12.1.2 Provision of Lighting Taxiways and Aprons

Taxiway Lighting conforms to the requirements of EASA CS ADR-DSN.M.710.
12.1.3 Provision of Lighting Obstructions
Asset Management maintains a comprehensive record of obstacle lighting location.
Obstacles off the Airfield that require red obstacle lighting are the responsibility of the
owner of the obstacle.
Airfield Systems are responsible for the provision of Obstacle lighting on the airfield,
including temporary portable lights.

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Part C Page 23
Part D Particulars of the aerodrome required to be reported to the Aeronautical Information Service
Part D
Particulars of the aerodrome required to
be reported to the Aeronautical
Information Service

Part D Page 1
1
NAME AND ADDRESS
1.1
Name and Address of Aerodrome

Manchester Airport
Wythenshawe
Manchester
M90 1QX
1.2
Name and Address of Certificate Holder

Olympic House
Wythenshawe
Manchester
M90 1QX
GEOGRAPHICAL COORDINATES OF THE AERODROME REFERENCE POINT

Latitude 532113N
Longitude 0021630W
AERODROME ELEVATION AND GEOID UNDULATION

Lat: 532114N Long: 0021630W
Elevation: 257 ft
Mid point of Runway 05L/23R.
Geoid Undulation 167 ft
3.1
Elevation of Each Threshold and Geoid Undulation

Elevation Threshold of Runway 05L 212ft
Elevation Threshold of Runway 23R 249ft
Elevation Threshold of Runway 05R- 186ft
Elevation Threshold of Runway 23L 227ft
3.2
Elevation of the Runway ends

Runway 05L end Elevation 249ft
Runway 23R end Elevation 200ft
Runway 05R end Elevation 235ft
Runway 23L end Elevation 186ft
3.3
Significant High and Low Points along the Runway

Runway 05L/23R has a high point, elevation 257ft situated beam Link Golf.
3.4
Aerodrome Reference Temperature

The Aerodrome Reference Temperature is 21C

Part D Page 2
3.5
Aerodrome Beacon
Aerodrome beacons are not used at Manchester Airport
NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS

Olympic House
Manchester Airport
Manchester M90 1QX
Telephone No. 0161 489 3000
AERODROME DIMENSIONS
5.1
Runways
5.1.1
True Bearing
Runway 05L/23R
Runway 05R/23L
5.1.2
54.48.42
54.35.39
Runway Designation
Runway designated numbers are 05L/23R and 05R/23L
5.1.3
Length and Width

Runway 05L/23R is 3048m long and 45m wide, with 23m runway shoulders either side of the
runway.
Runway 05R/23L is 3200m long and 45m wide with 7.5m shoulders either side of the runway.
5.1.4
Displaced Threshold Location

Runway 05L
532051.20N 0021715.95W
Elevation 212FT
Located 426m from runway start
Runway 23R
532140.74N 0021533.41W
Elevation 249ft
Located 183m from runway start
Runway 23L
532053.35N 0021637.95W
Elevation 227ft
Located 333m from start of runway.

Part D Page 3
5.1.5
Slope
05L/23R Longitudinal slope overall 0.48%
05R/23L Longitudinal slope overall 0.46%
5.1.6 Surface Type

Runway 05L/23R : Ungrooved asphalt (Betons Bitumineaux Aeronatiques).
Runway 05R/23L Grooved Marshall asphalt
5.1.7
Type of Runway and Precision Approach Runway

Both runways at Manchester are ICAO Code 4E runways with a compatible Obstacle Free Zone
for a Precision Approach Runway.
5.1.8
Length, Width and Surface Types
5.1.8.1 Length, Width and Surface Type of Strip

A Runway Strip which encloses both runways is a code 4E instrument runway is provided in
accordance with EASA CS ADR-DSN.B.150 to CS ADR-DSN.B.175 inclusive. Runway 23L has a 150
x 30m Starter Extension with a correspondingly reduced strip width of 96m.
A Cleared and Graded Area (CGA) is provided for both runways which exceeds EASA
requirements. The width of the area is 210m.
5.1.8.2 Runway End Safety Areas
RESAs are provided for both ends of both Runways. In all cases the length of RESA provided is at
least 240m, which is the ICAO Recommended Practice.
05L - 240m
23R - 240m
05R - 351m
23L - 242m
All RESAs are 90m wide.
5.1.9 Stopways
No Stopways are provided.
5.1.10 Clearway Length and Ground Profile
Clearways are provided on all runway directions.
05L - 230m
23R - 303m
05R - 300m
23L - 300m
The ground profile beneath all Clearways is essentially flat.

Part D Page 4
5.2
Taxiways
5.2.1
Length, Width and Surface Type of Taxiways

See Part C, Paragraphs 4.2, 4.3 & 4.4.
5.3
Aprons
5.3.1
Apron Surface Type and Aircraft Stands

Aprons and aircraft stands are constructed of concrete. The table in paragraph 10.3 shows the
location of each stand.
VISUAL AIDS FOR APPROACH
6.1
Approach Lighting Type

Lighting at Manchester is provided to allow CAT IIIB operations on Runways 05L and 23R; CAT I
on Runway 05R and a Non-Precision approach on Runway 23L. Full details are provided in Part C,
paragraph 12 of this manual.
6.2
Runway 05R/23L Provision

Both ends of Runway 05L/23R are equipped with a 900m high intensity Approach lighting in a 5
crossbar Calvert arrangement, and the inner 300m with supplementary lighting consisting of
white centreline barrettes and red side row barrettes. High Intensity Touch Down Zone lighting
is provided in the first 900m after Threshold.
6.3
Runway 05R/23L Provision

Both ends of Runway 05L/23R are equipped with a 900m high intensity Approach lighting in a 5bar Calvert arrangement. There is no Touch Down Zone lighting.
6.4
Approach Slope Indicator

All runway directions are equipped with a 3 PAPI system is located to the left of the runway,
except for Runway 05L, where the PAPI is to the Right of the runway.
6.5
Marking and Lighting of Runways

Both runways are equipped with inset white edge lighting which is bi-directional. The centreline
is high intensity colour coded. Centreline light spacing is 15m on Runway 05L/23R and 30m on
Runway 05R/23L. There are full width green Threshold bars and full width red stop end bars,
with the exception on Runway 05R which has red wing-bars at the stop end. Runway 23L has
blue edge lighting along the 150m Starter Extension.
6.6
Marking and Lighting of Taxiways

Green centreline lighting is provided with blue edge lights on selected corners and intersections.
Alternate amber and green centreline lighting is provided at runway turnoffs within the runway
cleared and graded area together with blue edge lighting on corners.

Part D Page 5
Unidirectional stopbars are provided at all Runway TaxiHolding Positions (RTHPs) and
bidirectional stopbars are provided at all Intermediate TaxiHolding Positions used in RVR
conditions of 800 m and below.
RTHP stopbars are in operation H24 to help to protect the runway against incursions.
Runway guard lights are in use H24 at all RTHPs.
A Ground Movement, Control and Monitoring System (GMCMS) is provided for guidance during
Low Visibility Procedures. This system allows green taxiway centreline routing between runways
and aprons with intermediate stopbars to allow block separation between taxiing aircraft.
6.7
Apron Lighting
Aprons are floodlit by high mast lighting towers and provide ambient light in accordance with
EASA CS ADR-DSN Chapter M.
6.8
Light Intensity Control

Runway and taxiways lighting has several intensity levels which may be selected by ATC. Default
settings apply for various ambient weather conditions and times of day and night. Control of
lighting intensity is explained in MATS Part 2.
6.9
Power Supplies for Aerodrome Ground Lighting

Primary power for airfield lighting is provided from the mains. Autostart diesel fuel generators
are provided in case there is a fault or failure with the primary supply. These generators supply
the aerodrome lighting and navaids. During Low Visibility Operations primary power is taken
from the generators, with secondary supply from the mains.

Part D Page 6
7
AERODROME SIGNAL, SIGNS AND MARKINGS
7.1
Signals
A signal square is not provided. Coloured signalling lamps are available in the VCR for use in
aircraft radio failure situations.
7.2
Taxi Guidance Signs

Information and Mandatory signs are provided in accordance with ICAO Annex 14.
7.3
Markings
Painted ground markings are provided in accordance with EASA CS ADR-DSN Chapter L.
Enhanced taxiway markings are used at the approaches to Runway Holding Points.
7.3.1
Road Signs and Markings

On aprons a double white line indicates the boundary of the manoeuvring area. Speed limits are
reinforced by restriction signs painted on the roadway where necessary.
7.4
Wind Sleeves
Three illuminated wind sleeves are provided, one serving the 23R Threshold, one serving the
Threshold of 05L and 23L, and another serving the Threshold of 05R.
7.5
Stands
Stand markings are surface painted, with a centreline and aircraft stopping position bars. Where
a stand has a multiple-choice arrangement (MARS) the subsidiary centrelines have a broken
centreline marking. Boundaries between adjacent stands are indicated by Inter-Stand Clearway
markings or stand clearance lines.
Parking/Docking Guidance is provided at contact stands by SafeDock Advanced Visual Docking
Guidance System (A-VDGS). At remote stands marshalling signals are used as guidance.
7.6
Aprons
Standard taxiways marking are provided on the apron stand taxilanes together with short
numbered arrows indicating the location and number of particular stands.
7.7
Taxiways
All taxiways have a painted centreline. At selected locations markings are provided alongside
the centreline to indicate the designator of a particular taxiway or Intermediate Holding Point.
These are also to provide directions to adjoining taxiways.
7.8
Runways
Runway markings are provided in compliance with the EASA CS ADR-DSN Chapter L criteria for
Precision Approach runways, including Runway 23L which has a Non-Precision Approach. These
include runway edge markings, aiming points and touchdown zone markings.
N.B. The Aiming Point and TDZ markings are a UK-specific standard and differ from those
specified in ICAO Annex 14.

Part D Page 7
8
NAVAIDS
Instrument Landing Systems (ILS) are provided for Runway 05L (CAT III), 05R (CAT I) and 23R
(CAT III). A VHF Omni-Directional Beacon with Distance Measuring Equipment (VOR/DME) is
located on the south side of the aerodrome and is available for use as a non-Precision Approach
aid, with published procedures. The ident of this facility is MCT on the frequency 113.55MHz.
8.1
Location and Radio Frequency of VOR Aerodrome Checkpoints

Not Applicable
LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES

Location and Designation of Standard Taxi Routes are illustrated on the plan shown in Part C, 6.2
& 6.3 of this manual.
10
GEOGRAPHICAL COORDINATES
10.1
Threshold Runway Points

Part D Page 8
10.2
Taxiway Locations

Part D Page 9
10.3
Stand
1
2
4
5
6
7
8
9
10
11
12
12L
12R
15
16
17
18
21
22
23
24
25
26
27
28
29
31
32
41
42
43
44
44L
44R
47
48
49
51
52
53
54
55
56
57
58
61
61L
61R
62
62L
62R
63
63L
63R
64
64L
64R
65
65L
65R
66
66L
66R
Aircraft stands
WGS84 Coordinates
Latitude
Longitude
532138.99N
532138.77N
532137.10N
532136.78N
532135.22N
532135.40N
532133.47N
532133.77N
532131.73N
532132.25N
532129.43N
532129.79N
532128.94N
532130.38N
532139.29N
532139.21N
532139.25N
532140.76N
532143.85N
532142.12N
532144.49N
532142.48N
532144.74N
532142.83N
532145.90N
532143.67N
532144.58N
532145.73N
532137.93N
532136.08N
532134.20N
532133.03N
532133.04N
532132.23N
532132.64N
532133.42N
532135.40N
532137.86N
532138.71N
532139.69N
532140.80N
532142.16N
532142.23N
532143.13N
532144.02N
532133.60N
532132.45N
532134.77N
532136.77N
532136.28N
532137.20N
532137.91N
532137.55N
532138.52N
532139.64N
532139.54N
532140.23N
532141.60N
532141.70N
532142.55N
532143.39N
532143.02N
532143.93N
0021626.70W
0021629.89W
0021629.72W
0021627.04W
0021629.54W
0021627.33W
0021630.04W
0021627.44W
0021630.16W
0021627.50W
0021629.41W
0021630.64W
0021629.23W
0021627.31W
0021622.99W
0021620.90W
0021618.00W
0021630.70W
0021634.46W
0021634.04W
0021637.14W
0021636.90W
0021639.99W
0021638.80W
0021642.40W
0021642.88W
0021644.84W
0021643.95W
0021616.22W
0021615.75W
0021615.73W
0021615.00W
0021615.99W
0021615.36W
0021613.78W
0021612.63W
0021612.42W
0021608.54W
0021607.16W
0021605.57W
0021603.77W
0021601.11W
0021557.41W
0021555.56W
0021553.71W
0021649.22W
0021649.44W
0021648.48W
0021648.20W
0021646.83W
0021647.21W
0021650.29W
0021649.49W
0021650.73W
0021653.14W
0021651.90W
0021653.61W
0021655.60W
0021654.77W
0021656.23W
0021659.64W
0021658.70W
0021700.31W
WGS84 Ht
WGS84
WGS84
Ht(m)
Ht(ft)
122.676
402.482
121.987
400.221
122.297
401.237
122.716
402.612
122.377
401.498
122.706
402.579
122.357
401.432
122.696
402.546
122.396
401.563
122.756
402.742
122.536
402.02
122.406
401.595
122.506
401.921
122.845
403.036
123.425
404.939
123.815
406.217
124.364
408.019
121.688
399.238
121.679
399.21
121.659
399.144
121.61
398.983
121.63
399.048
121.441
398.428
121.64
399.083
120.962
396.856
121.042
397.118
120.632
395.775
120.702
396.005
124.683
409.066
124.613
408.835
124.503
408.473
124.652
408.964
124.433
408.243
124.622
408.866
124.932
409.882
124.972
410.012
124.962
409.98
124.901
409.781
124.881
409.715
124.911
409.812
124.91
409.811
124.97
410.006
125.499
411.742
125.299
411.084
125.118
410.493
120.432
395.118
120.452
395.183
120.172
394.265
119.522
392.133
119.612
392.426
119.402
391.738
119.953
393.546
119.693
392.692
120.163
394.236
120.924
396.732
120.643
395.812
121.024
397.061
121.335
398.08
121.155
397.489
121.325
398.048
121.096
397.297
121.256
397.821
120.916
396.708

OSGB36 Coordinates
Easting
Northing
381856.73
381797.75
381800.61
381850.14
381803.77
381844.64
381794.18
381842.31
381791.89
381840.98
381805.4
381782.76
381808.76
381844.39
381925.33
381963.82
382017.59
381782.87
381713.76
381721.4
381664.36
381668.49
381611.71
381633.44
381567.29
381558.06
381522.05
381538.57
382050.2
382058.81
382058.94
382072.2
382053.93
382065.47
382094.83
382116.1
382120.3
382192.3
382217.83
382247.36
382280.75
382330.1
382398.41
382432.75
382467.07
381439.7
381435.56
381453.54
381458.94
381484.14
381477.27
381420.38
381435.19
381412.43
381368.01
381390.79
381359.38
381322.67
381338.06
381311.21
381248.28
381265.56
381235.98
384917.31
384910.54
384859.06
384849.02
384801
384806.25
384746.82
384755.96
384693.05
384708.96
384621.97
384633.04
384606.79
384651.08
384926.16
384923.65
384924.69
384972.14
385067.92
385014.53
385087.87
385025.81
385095.76
385036.81
385131.79
385062.82
385091.3
385126.6
384883.64
384826.34
384768.41
384732.11
384732.43
384707.4
384719.98
384744.04
384805.14
384880.85
384907.22
384937.31
384971.35
385013.28
385015.37
385042.79
385070.33
384752.19
384716.71
384788.39
384850.14
384834.88
384863.31
384885.49
384874.18
384904.4
384939.31
384935.93
384957.51
385000.01
385002.79
385029.4
385055.67
385043.96
385072.35
Ht AMSL
Ht AMSL(m)
Ht AMSL(ft)
71.69
71
71.31
71.73
71.39
71.72
71.37
71.71
71.41
71.77
71.55
71.42
71.52
71.86
72.44
72.83
73.38
70.7
70.69
70.67
70.62
70.64
70.45
70.65
69.97
70.05
69.64
69.71
73.7
73.63
73.52
73.67
73.45
73.64
73.95
73.99
73.98
73.92
73.9
73.93
73.93
73.99
74.52
74.32
74.14
69.44
69.46
69.18
68.53
68.62
68.41
68.96
68.7
69.17
69.93
69.65
70.03
70.34
70.16
70.33
70.1
70.26
69.92
235.203
232.94
233.957
235.335
234.219
235.302
234.154
235.269
234.285
235.466
234.744
234.318
234.646
235.761
237.664
238.944
240.748
231.955
231.923
231.857
231.693
231.759
231.135
231.791
229.56
229.823
228.478
228.707
241.798
241.568
241.207
241.699
240.978
241.601
242.618
242.749
242.717
242.52
242.454
242.552
242.552
242.749
244.488
243.832
243.241
227.822
227.887
226.969
224.836
225.131
224.442
226.247
225.394
226.936
229.429
228.51
229.757
230.774
230.184
230.741
229.987
230.512
229.396
Part D Page 10
67
67L
67R
68
68L
68R
69
69L
69R
70
70L
70R
71
71L
71R
72
72L
72R
73
73L
73R
74
74L
74R
80
81
82
82L
82R
83
83L
83R
84
84L
84R
85
85L
85R
86
86L
86R
100
101
201
202
202L
203
204
204L
205
206
206L
207
208
208L
209
210
210L
211
212
212L
213
214
214L
215
216
216R
231
233
532145.34N
532144.98N
532145.80N
532147.07N
532146.85N
532147.67N
532149.07N
532148.72N
532149.54N
532150.94N
532150.47N
532151.40N
532152.80N
532152.34N
532153.27N
532154.57N
532154.02N
532154.98N
532156.44N
532155.94N
532156.91N
532158.38N
532157.87N
532158.83N
532149.85N
532151.49N
532154.06N
532153.83N
532152.89N
532155.23N
532155.69N
532154.76N
532157.09N
532157.56N
532156.63N
532200.74N
532201.24N
532200.27N
532202.67N
532203.24N
532202.24N
532136.02N
532132.53N
532150.71N
532151.18N
532151.11N
532152.37N
532153.27N
532153.25N
532154.22N
532155.36N
532155.27N
532156.42N
532157.46N
532157.40N
532158.49N
532159.57N
532159.47N
532200.46N
532201.53N
532201.62N
532202.70N
532203.72N
532203.64N
532204.85N
532206.48N
532206.32N
532150.58N
532152.54N
0021702.67W
0021701.69W
0021703.45W
0021706.03W
0021704.84W
0021706.60W
0021708.96W
0021707.99W
0021709.75W
0021712.11W
0021711.32W
0021712.90W
0021715.26W
0021714.47W
0021716.05W
0021719.71W
0021718.57W
0021720.19W
0021723.08W
0021721.82W
0021723.44W
0021726.30W
0021725.05W
0021726.67W
0021653.02W
0021656.29W
0021658.27W
0021700.22W
0021658.65W
0021702.58W
0021703.37W
0021701.80W
0021705.73W
0021706.51W
0021704.94W
0021712.65W
0021713.93W
0021712.32W
0021715.88W
0021717.31W
0021715.62W
0021637.49W
0021638.00W
0021634.59W
0021635.05W
0021636.03W
0021637.63W
0021638.50W
0021639.74W
0021641.29W
0021642.03W
0021643.04W
0021644.86W
0021645.56W
0021646.61W
0021648.31W
0021649.04W
0021650.09W
0021651.96W
0021652.96W
0021653.55W
0021655.46W
0021656.33W
0021657.09W
0021658.96W
0021701.31W
0021701.04W
0021650.74W
0021654.05W
120.417
120.597
120.268
119.908
119.978
119.729
119.29
119.409
119.16
118.721
118.87
118.561
118.102
118.262
117.962
117.853
117.853
117.814
117.865
117.834
117.845
117.866
117.825
117.816
119.715
119.176
118.837
118.698
118.887
118.379
118.299
118.478
118.05
117.97
118.15
117.182
117.143
117.152
117.084
117.034
117.033
121.409
121.379
119.66
119.551
119.601
119.331
119.432
119.312
119.303
119.403
119.303
119.484
119.394
119.275
119.295
119.256
119.256
119.197
119.327
119.327
119.288
119.378
119.269
119.309
119.34
119.35
119.845
119.226

395.07
395.659
394.579
393.401
393.629
392.811
391.37
391.763
390.945
389.504
389.995
388.98
387.473
387.997
387.015
386.658
386.657
386.527
386.695
386.595
386.63
386.699
386.566
386.535
392.767
390.999
389.887
389.429
390.05
388.382
388.12
388.709
387.303
387.041
387.63
384.457
384.327
384.358
384.132
383.97
383.968
398.323
398.224
392.587
392.226
392.391
391.507
391.837
391.444
391.413
391.743
391.415
392.008
391.714
391.321
391.389
391.259
391.26
391.065
391.493
391.494
391.365
391.661
391.301
391.434
391.536
391.568
393.192
391.161
381192.57
381210.55
381178.08
381130.56
381152.62
381120.1
381076.63
381094.61
381062.18
381018.65
381033.16
381004.15
380960.67
380975.2
380946.19
380878.7
380899.61
380869.84
380816.59
380839.76
380810.02
380757.32
380780.28
380750.56
381371.51
381311.19
381274.93
381238.81
381267.79
381195.35
381180.77
381209.81
381137.37
381122.95
381151.84
381009.87
380986.4
381016.05
380950.43
380924.17
380955.27
381656.89
381646.98
381712.2
381703.72
381685.71
381656.26
381640.28
381617.26
381588.81
381575.19
381556.47
381523.03
381510.33
381490.81
381459.5
381446.16
381426.76
381392.37
381373.93
381363.1
381327.83
381311.89
381297.86
381263.55
381220.23
381225.27
381413.64
381352.74
385115.85
385104.85
385130.34
385169.76
385162.87
385188.26
385231.8
385220.79
385246.26
385289.69
385275.21
385304.17
385347.62
385333.12
385362.11
385402.43
385385.43
385415.3
385460.68
385445
385474.98
385520.64
385504.8
385534.62
385254.69
385305.52
385385.17
385378.04
385349
385421.49
385435.83
385406.93
385479.41
385493.92
385464.97
385592.68
385608.06
385578.08
385652.42
385670.39
385639.24
384826.15
384718.43
385280
385294.39
385292.46
385331.45
385359.31
385358.77
385388.77
385424.22
385421.43
385457.01
385489.44
385487.37
385521.34
385554.62
385551.84
385582.47
385615.46
385618.31
385651.95
385683.48
385681.06
385718.79
385769.13
385764.32
385277.15
385338.01
69.42
69.6
69.27
68.91
68.98
68.73
68.29
68.41
68.16
67.72
67.87
67.56
67.1
67.26
66.96
66.85
66.85
66.81
66.86
66.83
66.84
66.86
66.82
66.81
68.72
68.18
67.84
67.7
67.89
67.38
67.3
67.48
67.05
66.97
67.15
66.18
66.14
66.15
66.08
66.03
66.03
70.42
70.39
68.67
68.56
68.61
68.34
68.44
68.32
68.31
68.41
68.31
68.49
68.4
68.28
68.3
68.26
68.26
68.2
68.33
68.33
68.29
68.38
68.27
68.31
68.34
68.35
68.85
68.23
227.756
228.346
227.264
226.083
226.312
225.492
224.049
224.442
223.622
222.178
222.671
221.654
220.144
220.669
219.685
219.324
219.324
219.193
219.357
219.259
219.291
219.357
219.226
219.193
225.459
223.688
222.572
222.113
222.736
221.063
220.801
221.391
219.98
219.718
220.308
217.126
216.995
217.028
216.798
216.634
216.634
231.037
230.938
225.295
224.934
225.098
224.213
224.541
224.147
224.114
224.442
224.114
224.705
224.409
224.016
224.081
223.95
223.95
223.753
224.18
224.18
224.049
224.344
223.983
224.114
224.213
224.245
225.886
223.852
Part D Page 11
235
237
239
241
243
532153.66N
532154.82N
532156.23N
532157.57N
532158.53N
0021655.92W
0021657.88W
0021700.26W
0021702.00W
0021703.61W
118.987
118.737
118.468
118.179
117.94

390.376
389.558
388.675
387.726
386.941
381318.24
381282.16
381238.34
381206.38
381176.67
385372.49
385408.59
385452.43
385493.99
385523.63
67.99
67.74
67.47
67.18
66.94
223.064
222.244
221.358
220.407
219.619
Part D Page 12
10.4
Obstacles

Part D Page 13

Part D Page 14

Part D Page 15
11
PAVEMENT SURFACE TYPE & BEARING STRENGTH USING AIRCRAFT CLASSIFICATION NUMBER
The Pavement Classification Numbers (PCNs) for runways, taxiways and aprons are given in Part
C, paragraph 4 of this manual.
12
PREFLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED AND THEIR ELEVATION

This is not applicable to Manchester Airport
13
RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES

Runway and Runway Intersection Declared Distances are calculated in accordance with EASA CSADR-DSN. Details are illustrated in Part C, paragraphs 4.1.1 & 4.1.2 of this manual. Any
temporary reduction in available declared distances are assessed by the Airfield Duty Manager
and at least one other competent person and are promulgated via NOTAM and ATIS.
14
CONTACT DETAILS OF AERODROME COORDINATOR FOR REMOVAL OF DISABLED AIRCRAFT

The Aerodrome Coordinator for the removal of disabled aircraft at Manchester Airport is the
Airfield Duty Manager. The ADM can be contacted on 0161 489 3331. Procedures relating to
disabled aircraft removal are contained at Part E, ASI 35 in this manual.
15
TERMINATION OF OPERATIONS
In case of intended termination of the operation of the aerodrome, Manchester Airport will
notify, in writing, the CAA and promulgate the close via the appropriate means. The notification
will be done in such time in advance, so as to allow for the timely publication of the changes.
Upon the termination of the operation, Manchester Airport will apply closed runway markings,
as well as any other measure the CAA has found appropriate.
16
RESCUE AND FIREFIGHTING
16.1
Policy
Manchester Airport is equipped and resources its Rescue and Fire Fighting Service (MA RFFS) to meet
the standard required for EASA Category 10. MAFRS availability will often exceed the minimum required
standard for the category of Aircraft that use the Airport. This allows a degree of resilience in
maintaining minimum required responses. It also allows MA RFFS to undertake certain domestic
responses without compromising the Airfield Operating Status.
Manchester Airport will not permit aircraft movements to take place without the requisite level
of fire cover being available at the time, including movements for which no category is required.
In the event of a total loss of fire cover, even temporarily, no aircraft movements will be
permitted with the exception of emergencies.
16.2
Compliance with Regulatory Requirements
The means whereby compliance is achieved is set out in the MA RFFS Task Resources Analysis and three
other principle documents other than this Aerodrome Manual. These are the Manchester Airport Fire
and Rescue Service Operational Guidance Documents, the Manchester Airport Emergency Orders, and
the Manchester Airport Fire & Rescue Service Maintenance of Competence Manual. Where relevant,
crossreferences to the appropriate documents are given in the paragraphs below.

Part D Page 16
16.3
Safety Accountabilities
Details of responsibilities and succession are given in the Manchester Airport Rescue
and Firefighting Service Operational Guidance Documents.
16.4
Depletion of RFFS
The airports capability for maintaining single or dual runway operations can be affected by depletion of
the fire service. It should be noted that two spare fire appliances are available.
In the event of a depletion (Manning) of I person , the fire service will initially maintain full
category 10 cover by removing the Incident Support Vehicle off the run and redeploying the crew
members to the domestic response vehicle and Major Foam Appliance . If two members
of staff are lost the Incident Support Vehicle will be taken of the run and both vacant positions
filled using the Incident Support Vehicle crew. At this point GMFRS will be informed No
Domestic Cover Available. If more than two crew members are lost MA RFFS will revert to single
runway CAT 10 operations.
Beyond this, during any period of depletion, MAFRS provision shall not be less than two
categories below the size of aircraft expected to use the aerodrome.
Guidance on levels of fire cover according to resources available during periods of depletion is
in the MA RFFS Guidance Documents.
When depletion occurs, the Duty Station Manager must notify the Operations Duty Manager of
the depletion and expected duration. The depletion in MA RFFS protection should be for the
minimum duration possible with all efforts to restore the promulgated MAFRS provision as a
matter of urgency.
16.5
Category of cover provided
MAFRS provides continuous Category 10 cover Details of resources (media staff and vehicles)
employed are given in the MA RFFS TRA.
16.6
Alerting Procedures
The primary method for alerting MA RFFS is a direct telephone from ATC, backed up by a crash
alarm. Specific alerting procedures are given in the Manchester Airport Emergency Orders.
16.7
Procedures for Alerting MA RFFS personnel across the full range of duties (i.e. on training,
extraneous duties, maintaining response times etc.)
The relevant sections of the MA RFFS Guidance Documents contain these procedures.
16.8
Depletion of specialist equipment (Rescue Craft, Aerial Appliances etc)
There is no requirement for this equipment at Manchester. MA RFFS are supported by Greater
Manchester Fire & Rescue Service with an aerial ladder appliance for CAT 10 operations. This is
contained within the LA Responding Service Section 16 agreement.

Part D Page 17
16.9
Reliance on other organisations to provide essential equipment
A Memorandum of Understanding exists with the Local Authority Responding Services for the provision
of specialist equipment and resources. This is detailed in the MA RFFS TRA and signed off at Local
Resilience forum level.
16.10 Competence of MA RFFS Personnel
MA RFFS employs a fulltime Training Manager and benefits from an onsite full-scale mock-up
aircraft-training rig. Details of training policy are given in the MA RFFS Guidance Documents.
Specific instructions and requirements for training are given in the MA RFFS Maintenance of
Competency Manual, relating to CAP 699.
16.11 1000M undershoot & overshoot areas
Four such areas exist at Manchester Airport. Procedures for access and operating in these areas
are contained in the MA RFFS Guidance Documents.
16.12 Difficult Environs
Areas such as the River Bollin and the large drainage lagoons alongside Runway 05R-23L have
been identified as difficult environs for fire and rescue purposes. Procedures for access and
operating in these areas are contained in the MA RFFS Guidance Documents.
16.13 Domestic Fire Response
MA RFFS provides the necessary personnel and appliances in order to provide a Domestic Fire
Response with minimal impact on the equipment and personnel required to maintain Fire
Category 10. Once the Local Authority Fire Service is in attendance at any domestic incident, the
airport personnel will hand over to them at the earliest opportunity and return to their normal
response duties. In the event of an aircraft incident during a domestic emergency, the Officer in
Charge of the domestic incident will release crews to attend the incident as soon as possible as
defined in the MA RFFS Guidance Documents.
16.14 Landslide Incidents
These are treated the same as for response to domestic incidents, procedures are included
the MA RFFS Guidance Documents.
16.15 Loss of Fire Cover
When MA RFFS is fully committed and therefore at zero Category, no landings or takeoffs will be
permitted, no takeoff clearances are to be issued, aircraft on final approach are to be instructed
to go around and will be redirected to a holding pattern or to a diversion airfield as required.
ATC will give the reason for withheld clearance as due to loss of/reduced Fire Service Category.
This restriction applies to ALL aircraft movements the sole exception being where the Aircraft
Commander, of an inbound flight, has declared a PAN or MAYDAY and requests immediate
landing at Manchester. The Commander will be advised of the Fire Category.
If the loss of fire cover is expected to be prolonged, outbound aircraft on the ground will be
allocated stands and instructed to taxi to these stands by ATC, awaiting further developments.

Part D Page 18
Procedures for a reduction in Category are as follows:
a) The Station Manager or deputy is responsible for:
Notifying the ADM of the loss and expected duration
Notifying the ADM when the loss terminates
b) The ADM is responsible for:
Notifying temporary loss and resumption of normal services to the ATC Watch Manager.
16.16 Additional Water Supplies

Details of water supplies available to MA RFFS are detailed in the MA RFFS Guidance Documents.
16.17 Low Visibility Procedures
Manchester Airport provides for full RFFS response in all weather conditions. Procedures to be
adopted by MA RFFS during LVP are detailed in the MA RFFS Guidance Documents.
16.18 Training and Competence of First Aid personnel
M ARFFS employ an external training provider to provide the course content and training of
instructors for the delivery of First Response training to all operational personnel.
16.19 Medical Equipment
MA RFFS carry medical equipment as required to supplement that provided by the local authority
ambulance and medical response teams. These supplies are kept on the medical trailer and
are detailed in the MA RFFS Guidance Documents.

Part D Page 19
Part E Aerodrome Operating Policies and Procedures
Part E
Aerodrome Operating Policies and
Procedures

Part E Page 1
Policies
1 Aircraft Engine Ground Running
Owner
Manchester Airport recognises that the ground running of aircraft engines for maintenance
purposes is a necessary activity in the operation of the airport. However, this activity creates
noise and jet blast, both of which are potentially hazardous and disruptive to the
surrounding community if not carefully controlled. The Airport will operate procedures to
allow aircraft ground running to take place under the supervision of competent persons, at
times and at locations which take due regard of the need to protect persons working at the
airport from noise and jet blast hazard, and the local community from unreasonable and
avoidable disturbance. Procedures will also be in accordance with the Section 106
agreement with Cheshire County Council. Ref ASI 1
2 Aircraft Compass Calibration

Owner
Although not primarily a maintenance aerodrome, Manchester Airport recognises the need
for on-site maintenance activities in support of commercial operations and will provide such
engineering support infrastructure as can be reasonably accommodated within the airport
site. Presently, this policy extends to provision of a Compass Swing Base for the calibration of
aircraft compasses to Class 2 standard. The siting of the facility is within the principal
taxiways and its use is therefore restricted to certain times. Ref ASI 2
3 Test, Training and Ferry Flights

Owner
Manchester Airport recognises that to conduct continued safe aircraft operations it is

necessary to undertake non-revenue flights for the purpose of crew training, aircraft and
systems testing, or to reposition (ferry) aircraft for operational reasons. Manchester Airport
is not primarily a training and testing aerodrome, and the capacity for such activities is
limited. However, the Airport will accommodate such flights with certain conditions.
Ref ASI 3
4 Aircraft Maintenance Activity

Owner
Manchester Airport will support the provision of aircraft maintenance activities, both heavy
major maintenance and the essential routine checks. Such activities do however present
risks to safety and the environment and therefore procedures will be in place to ensure that
such activities can be managed safely in accordance with environmental obligations, and
balanced against the needs of other operational activities. Ref ASI 4

Part E Page 2
5 Runway Inspection Regime

Owner
Inspections of airfield facilities and infrastructure form a key part of the safety management
system. In many cases inspections are required for legal and regulatory reasons and as a
base line the minimum requirements will be met. However, in view of the large and
complex operation, Manchester Airport will in many cases exceed the minimum regulatory
requirements and will seek to introduce improved techniques for carrying out and recording
inspections of runways. The inspection regime will aim to ensure that runways and
associated infrastructure are safe for use by all types of aircraft using Manchester Airport.
Ref LOP 116 and 41.
6 Movement Area Inspections

Owner
Inspections of airfield facilities and infrastructure will form a key part of the Safety
Management System. In many cases inspections are required for legal and regulatory
reasons and as a base line the minimum requirements will be met. However, in view of the
large and complex operation, Manchester Airport will in many cases exceed the minimum
regulatory requirements and will seek to introduce improved techniques for carrying out and
recording inspections.
Inspections often form the final link in the safety chain they provide the opportunity to
identify the conditions under which pilots and operators will be operating. The importance of
inspections must not be underestimated. Ref LOP 122, 116, 51 and 41.
7 Runway Friction Measurement

Owner
Runway surface friction assessments are essential to ensure the safe operation of aircraft. To
ensure that the runway surface friction level does not fall below an acceptable level,
Manchester Airport will carry out friction assessments in accordance with the minimum
standards set down in CAP 683 (The Assessment of Runway Friction for Maintenance
Purposes) The frequency of friction assessments may be increased above the minimum levels
set out in CAP683 for a number of reasons, including;
When results from previous assessments indicate that friction levels have reached
Maintenance Planning Level
To support the ongoing assessment of runway overrun risks
To gauge the effectiveness of remedial works to the runway surface
In order to build up a more comprehensive picture of friction trends
Following pilot reports of perceived poor braking action, if there are visible signs of
runway surface wear, or for any other relevant reason.

Part E Page 3
8 FOD & Airfield Sweeping

Owner
Foreign Object Debris (FOD) is any object, material or liquid that could cause damage to an
aircraft. It represents one of the most serious - but avoidable - hazards to aircraft on the
ground. Airport activity generates a great deal of waste material and debris. Examples of
commonly found FOD include;
Packaging and wrappings
Wood, wire, screws and nails
Vehicle and equipment mechanical components
Baggage components, such as strapping, wheels, padlocks, handles etc
Newspapers, baggage labels, boarding cards
Debris from aircraft cabin gash bags
Catering waste
Construction materials
Equipment and materials left by aircraft engineers
Natural materials (plant fragments and wildlife)
Runway and taxiway debris (concrete / asphalt, joint sealant)
If not properly controlled, this debris can end up on the movement area where it can present a
significant risk to aircraft and airside workers. Hence, the importance of preventing the
occurrence of FOD and removing any that does find its way onto the movement area should
never be underestimated. Ref ASI 33
9 Airside Works (Development, Maintenance and Remedial)

Owner
Manchester Airport will use the guidelines set out in CAP 791 (On Aerodrome Developments)
as a basis for managing airside development & maintenance projects. The Airfield Planning &
Compliance Manager, having responsibility for the safety assurance of airside development,
will determine the strategy and the extent of operational safety management which will
apply to each project in accordance with its scope.
Any proposed new airfield infrastructure will be carefully assessed for its operational
feasibility and safety integrity at the concept stage. Only when it is clear that the proposal
meets regulatory requirements and an acceptable level of safety will it proceed to detailed
planning and implementation. Significant design changes will be assessed against these
requirements.
Whether it be a new development or a maintenance project, airside works in progress will be
managed such as to minimise the operational impacts but with a bias toward the highest
levels of safety which may reasonably be expected. This will be achieved through a
partnership approach with the contractor, through good design, risk assessment, a permit
system, and active monitoring of safety performance. Manchester Airport will aim to be an
industry leader and to demonstrate best practice in the safety management of airside
development work. Ref ASI 5

Part E Page 4
10 Access to Critical Part (CP)

Owner
Airfield Security Operations Manager
Access to operational areas is strictly controlled by legislation and additionally by local

procedure in order to maintain security and safety of airport operations. As well as
complying with statutory requirements, Manchester Airport will operate procedures to
ensure that access to the aircraft movement area and various sub-areas within it are denied
to all but those parties specifically requiring to do so in the course of their duties, and to
ensure that such parties are adequately trained, briefed, and equipped to enter those areas
safely. Ref ASI 6
11 Wildlife Control & Habitat Management

Owner
Head of Airside Operations & Head of Asset Management Services
Aerodromes attract birds and wildlife for a variety of reasons. The large open spaces of
grassland and hard standing are ideal for many species as a source of food, and also afford
clear views of potential predators. It is therefore essential that the landscape is managed in
such a way that a wildlife-attractive habitat is discouraged. Furthermore, the environment in
the surrounding locality has an influence on the type and level of wildlife activity in the
vicinity of the aerodrome. The requirements to manage the bird hazard are set out in EASA
AMC/GM and CAP 772. In complying with these requirements, Manchester Airport will
ensure 24 hour active control of the bird hazard on the airfield, together with a longer-term,
multi-agency approach to managing the off-airport bird hazard environment. Bird activity
and bird strike data will be actively monitored as a key safety performance indicator.
Effective Wildlife Control measures are an important aspect of Airfield Operations. Bird
ingestion into aircraft engines and through cockpit glass has caused numerous major aircraft
accidents involving loss of life, damage to property, disruption of airport activities and claims
for damages against the airport and others. The identification of the local Bird Hazard,
development of control procedures and detailed record keeping form the basis of an
effective Wildlife Hazard Management Plan developed, reviewed and implemented by
Airfield Operations.
The Wildlife Hazard Management Plan is published as a separate document and is available
from the Wildlife Control Manager.

Part E Page 5
12 Aeronautical Ground Lighting

Owner
Aeronautical Ground Lighting (AGL) is a vital part of the airports operational Infrastructure.
It enables the continued safe operation of public transport flights at night and during adverse
weather conditions. Manchester Airport is certificated to operate in weather conditions
down to Category IIIB on Runway 23R / 05L. MA will provide, wherever possible and
commercially viable, an AGL installation closely meeting the permanent specification.
Ownership of the AGL infrastructure, including control systems, will remain with MA,
although aspects of design, installation and maintenance will be contracted. Design of
systems will comply with EASA, CAP 670 and with any additional safety requirements
identified during design hazard analysis. Inspections procedure will comply with or exceed
the requirements of EASA. Robust contingencies for the event of failures in the AGL system
will be incorporated, to satisfy both the needs of operational safety and business continuity.
13 Reduced Runway Length Operations

Owner
Operating with reduced runway distances can affect operational safety margins. Having the
benefit of two main runways, Manchester Airport is better equipped to maintain a degree of
business continuity in the event of a runway blockage than is a single-runway airport. For
this reason, and the above consideration, re-declaration and continued use of a blocked
runway will not normally be considered unless the anticipated time to clear the runway or
strip is unduly lengthy.
Flight operations will not be permitted to continue in a manner requiring aircraft landing and
taking-off to overfly active works on a closed section of runway.
When runway distances are reduced, all departing aircraft are to use the maximum RTORA.

Part E Page 6
14 Aerodrome Survey Data & Treatment of Obstacles

Owner
Aerodrome surveys are required to fulfil a number of statutory requirements. CAP 232 sets
out the required specification for Aerodrome topographical and obstacle limitations surveys.
Manchester Airport will procure these under a contract with a CAA-approved provider. In
addition to meeting the basic requirements of CAP 232, Manchester Airport will use obstacle
survey data, in combination with other information, to actively manage and control the
obstacle risks and limitations to aircraft operations.
CURRENT SURVEY STATUS
EASA requires that for an Aerodrome Certificate to be issued the aerodrome and its
surrounding environment must be surveyed to provide evidence of the physical
characteristics and obstacle limitation surfaces.
The most recent full Aerodrome Survey was carried out at Manchester Airport in September
2014, in accordance with CAP 232. Details are submitted to the CAA and also held by the
Airfield Planning & Compliance Manager.
An annual check survey will be carried out to monitor changes to the obstacle environment
and to record and new or changed features on the airfield. Check surveys should be
programmed so as to allow for the taking of any subsequent action to remove tree growth in
good time before the bird-breeding season.
Copies of all survey information are held by the Airfield Planning & Compliance Manager and
are available for inspection at any reasonable time.
15 Aerodrome Safeguarding
Owner
The potential impacts of developments on, close to, or under the airspace of Manchester
Airport could have significant impacts on operational safety and capability. In common with
other certificated aerodromes, Manchester Airport is responsible for its own safeguarding
process, and will retain this function within the Planning and Airfield Operations
departments of the company. The priority in responding to safeguarding consultations will
be to protect the safety and operating interests of Manchester Airport. However,
consideration will always be given to allowing appropriate developments to take place for
the benefit of the city of Manchester and its region. Manchester Airport will work with local
planning authorities and developers to reach mutually satisfactory outcomes. Ref ASI 7

Part E Page 7
16 Promulgation of Aeronautical Information

Owner
Aeronautical data, providing accurate and timely information to pilots and aircraft operators,
is important to the safe operation of Manchester Airport. The Airport will regularly review
the data in the public domain, principally the UK AIP, to ensure that it is up to date and
accurate. The Airport will work with providers of aeronautical information to improve both
the quality of the data, its timeliness and its presentation, bearing in mind that human
factors can have a decisive effect on the effectiveness of published data.
SYSTEMS FOR PROMULGATION
The primary external system for this is the UK Aeronautical Information Publication and its
associated publications:
AIP Supplements
AIRAC System
NOTAMS
SNOWTAM
ATIS
It is recognised that many airline operators use information derived from the UK AIP
although supplied by other information providers such as Jeppesen, LIDO, and NavTech.
Manchester Airport will audit the content of these publications and engage with the
providers in order to assure accuracy.
17 - Contingency for Excess Traffic

Owner
Being a major international airport, Manchester Airport is an important diversion alternate

for many airline operators. Manchester Airport welcomes this role and will seek, along with
its service partners, to provide efficient operational support to flights diverting into
Manchester, wherever possible. At peak times however, the airport may be experiencing
capacity shortfalls and priority must in these circumstances be given to Manchesterprogrammed flights. Flights requesting to divert into Manchester for a genuine emergency
reason where the safety of the aircraft and those on board may be at risk will be given all
due assistance.
The Excess Traffic Plan is published as a separate document and is available from the Head of
Airside Operations.

Part E Page 8
18 Detention of Aircraft
Owner
Where Airport Charges have not been paid to Manchester Airport Group (MAG), MAG may
detain the aircraft in respect of which the charges are due, or any other aircraft operated by
the person/company in default, by virtue of Section 88 of the Civil Aviation Act 1982.
This power may be exercised whether on the occasion when the charges have been incurred
or at any time when the aircraft is on the aerodrome.
However, MAG shall not detain or continue to detain an aircraft for unpaid charges if the
operator of the aircraft or any other person claiming an interest in the aircraft:
I. Disputes that the charges, or any of them, are due or that the charges in question were
incurred in respect of that; and
II. Gives to MAG, pending determination of the dispute, sufficient security for payment of
the charges that are alleged to be due.
19 Recovery of Disabled Aircraft

Owner
Should an aircraft become disabled on a runway, taxiway, or other part of the Manoeuvring
Area, the responsibility for the recovery of the aircraft lies with the owner / operator. It is
recognised that many operators may not possess the specialist skills and resources to effect
such a recovery, however, all airline operators at Manchester are expected to have aircraft
recovery plans, and if necessary, appropriate contracts in place to cover the eventuality of an
aircraft recovery at Manchester. Manchester Airport will provide on-site a degree of aircraft
recovery capability, supplemented by arrangements with specialist contractors to provide
heavy lifting support on standby.
20 Aircraft Noise
Owner
Environment Manager
Manchester Airport has a stated objective to .limit, and reduce where possible, the
number of people affected by noise as a result of the Airports operation and development.
To deliver this, there are a number of noise and track keeping restrictions in place. Ref ASI 8
21 Accident, Incident and Safety Occurrence Reporting

Owner
It is a legal requirement that all aircraft accidents and incidents are reported to the Civil
Aviation Authority (CAA), the Air Accident Investigation Branch (AAIB) and the Health and
Safety Executive (HSE) if deemed appropriate by the Head of Airside Operations, APCM,
ASAM, ADM or ATC. Furthermore prompt and thorough investigations of accidents and
occurrences may result in important lessons being learned, helping to avoid a re-occurrence.
The following instructions relate to all the reporting systems used at Manchester Airport. Ref
ASI 9

Part E Page 9
22 Airside Defect Reporting

Owner
As part of Manchester Airports Safety Management System, all airside users are encouraged
to report defects relating to buildings, services and facilities to the Airport Live
Communications Centre (LCC - Terminal Control). Such reports are processed via the airport
Enterprise Asset Management System (EAMS) and disseminated to the relevant MAG Asset
Management department or Sub-contractor for remedial action. Ref ASI 10
Such defects could include, but are not limited to:
Damage to buildings or fixed structures
Apron Lighting Failures
Airbridge Faults
Stand Entry Docking Guidance System Failures
Surface Contamination e.g. Spillages or FOD
Fixed Electrical Ground Power Faults
Damaged or defective surfaces
23 Single Runways Operations Using Runway 05R 23L

Owner
Occasions arise when Runway 05L-23R is out of service and it is necessary to use Runway
05R-23L in single-runway mode. This may be a planned event such as airfield works, or
following an airfield incident.
The airfield infrastructure is designed to accommodate single-runway use of 05R-23L, albeit
with limited capacity.
24 Very Large Aircraft

Owner
Head of Airside Operations & Airfield Planning & Compliance Manager
Very Large Aircraft can be expected to operate at Manchester Airport on an increasingly

frequent basis as the airports business expands. These large types place correspondingly
larger demands upon the airfield infrastructure. Manchester Airport will provide
infrastructure and procedures to enable such aircraft to use the airport. However, for
commercial and logistical reasons it will be necessary to limit the extent of such operations
to certain parts of the airport site only. Ref ASI 11

Part E Page 10
25 Airside Audits
Owner
The auditing of both Service Partners and Internal Departments forms one of the key
components of Manchester Airports Safety Management System (SMS).
MA Airfield Safety and Compliance is responsible for undertaking Service Partner and
Internal Department Audits, however, where specific expertise or independent verification is
required then Airfield Operations will use the services of relevant industry experts to assist in
conducting audits.
All audits will be carried out in confidence, the results of Service Partner or Internal
Department audits will remain confidential to those companies or departments having been
audited, the results of the audit including any non-compliance with agreed actions and time
scales will be discussed at the audit out brief.
All reported non-compliances should be dealt with using the best endeavours of the
company having been audited; any delay on agreed actions and time scales could however
result in the audit being referred to the Airfield Safety Assurance Manager.
All non-compliances resulting from Audit Reports will be included in the monthly Airfield
Safety Management Report and subsequently discussed at the Operational Safety
Management Committee (OSMC).
Persistent non-compliances by individual Service Partners will be monitored by the Airfield
Operations, Safety and Compliance audit team and brought to the attention of the Airfield
Safety Assurance Manager.
The descriptions of the audit types, which are contained within the Safety Management
System, are referenced in ASI 12.
26 Safety Infringements
Owner
Manchester Airport Airfield Operations is primarily responsible for maintaining safety and
operational standards within the Airfield Boundary. The formation, implementation and
enforcement of safety policy on the apron is vital for efficient operational procedures, to
protect equipment and infrastructure and to ensure the highest achievable levels of health
and safety for all individuals.
There are a number of procedures Manchester Airport consider form the very basis of a safe
operation such that any infringement is taken seriously and that the event should be
recorded on an Airfield Occurrence Report, some of which will involve financial penalties by
way of a fine being imposed against an offending company. Ref ASI 13

Part E Page 11
27 Aeronautical Weather Information

Owner
Weather has a profound influence upon the safety and expediency of aircraft and airport
operations. In addition to the various statutory requirements, Manchester Airport will
ensure that accurate and timely weather information is available and promulgated by the
most appropriate means to airport users. The airport is principally dependant upon the
services of the Meteorological Office for forecast information. However, wherever possible
use will be made of onsite data gathering systems and expertise to enhance this information
for Manchester-specific application. This will particularly apply to real-time actual weather
data. Manchester Airport is also committed to providing weather reporting systems to
support safe aircraft operations in low visibility conditions, and to provide warning bulletins
to airport users in the event of adverse weather conditions. Ref ASI 14
28 Low Visibility Procedures

Owner
Manchester Airport is committed to providing facilities and procedures to enable the airport
to remain open to operations during low visibility conditions. It must be accepted that such
conditions will reduce air traffic capacity to well below that achievable in normal operations,
however it is the intention, over time, to increase the low visibility capacity pro-rata with
increases in normal operating capacity. Manchester Airport will draw upon experience across
the industry to continually review low visibility operations with a view to enhancing safety
and capacity. Ref ASI 15
29 Winter Operations Plan (Aerodrome Snow Plan)

Owner
The arrangements for dealing with adverse winter weather (snow and ice as opposed to
strong winds and thunderstorms) will be published annually in the form of a stand-alone
document Winter Operations Plan. This plan will be published in the autumn of each year
and will cover the forthcoming winter period, typically between November and April,
although the plan remains valid throughout the year. The purpose of the Winter Operations
Plan is to establish a thorough response for maintaining safe aircraft operations during
winter conditions of snow and ice. The Plan contains procedures, methods and
responsibilities for all parties involved in the response at Manchester Airport.
The Winter Operations Plan is available to view and download from the website
www.magworld.co.uk/airfieldoperations/documentlibrary

Part E Page 12
30 Thunderstorms
Owner
Adverse weather such as strong winds, gales, and thunderstorms can be expected at
reasonably frequent intervals. They have the potential to disrupt airport operations and
present risks to the safety of aircraft and people working airside. Manchester Airport will
ensure that a system is in place for the timely receipt of weather warnings, and the
subsequent dissemination of these by competent persons who have a procedure to follow,
and actions to take. The potential effects of such weather conditions will also be taken into
consideration when risks are assessed for developments on the airfield. Ref ASI 16
31 Strong Wind & Gale Plan

Owner
Adverse weather such as strong winds and gales can be expected at reasonably frequent
intervals. They have the potential to disrupt airport operations and present risks to the
safety of aircraft and people working airside. Manchester Airport will ensure that a system is
in place for the timely receipt of weather warnings, and the subsequent dissemination of
these by competent persons who have a procedure to follow, and actions to take. The
potential effects of such weather conditions will also be taken into consideration when risks
are assessed for developments on the airfield. Ref ASI 17
32 Aircraft Parking Stands & Allocation

Owner
Airfield and Network Performance Manager
Manchester Airport retains full authority and control over the allocation of parking stands
and the stand entry guidance provided to aircraft. The majority of aircraft parking stands at
Manchester Airport are intended for use in the Taxi-In-Push-Out (TIPO) mode. Whilst
particular airline operators flights may be assigned to a specific terminal there are no stands
dedicated to the operation of individual services except where security or border control
requirements dictate otherwise. A system of stand allocation according to flight type will be
agreed between MA Operations Director and the Airline Operators Committee, and
amended from time to time. This agreement covers service levels and customer expectations
and may be overridden if required for reasons of aircraft safety.
33 Aircraft Pushback Procedures

Owner
Ground Services Manager
Aircraft stands at Manchester Airport are predominantly of a Taxi-In-Push-Out layout,

requiring the aircraft to be pushed out by a tractor or tug on departure. For this to happen
safely a set of rules and procedures must be understood by all concerned, and followed
correctly. The adoption of a common procedure covering all apron stands has been agreed
with the formation of the Pushback Working Group. This group consists of Ground Handling
Agents / Engineering companies / NATS & MA. In the case of WIP on the apron which will
interfere with the stands pushback, NATS will issue a non-standard pushback.
Ref ASI 18

Part E Page 13
34 Fixed Electrical Ground Power

Owner
Fixed electrical ground power (FEGP) is provided at most aircraft stands for connection to
aircraft during turnround and maintenance activities. FEGP is to be used as a preferred
supply in accordance with environmental policy. Other sources of power such as mobile
diesel generators or the on-board Auxiliary Power Unit should not be used unless the FEGP is
unserviceable or incompatible with the aircraft type. Ref ASI 19
35 Aviation Fuel Management

Owner
Responsibility for the management of the aviation fuel installation at Manchester Airport
including (but not limited to) aviation fuel storage, distribution (both to the installation and
from the installation to aircraft), quality and fitness of fuel for use in aircraft and the activity
of fuelling to aircraft rests with the respective fuel suppliers as detailed in ASI 20. As
aerodrome certificate holder, MA will continue to monitor and audit the management,
quality control and delivery procedures of the fuelling activities.
Fuelling activities at Manchester Airport are undertaken by the fuel suppliers in accordance
with CAP 748 (Aircraft Fuelling and Fuel Installation Management), in conjunction with
Explosive Atmospheres (ATEX) and Dangerous Substances Explosive Atmosphere Regulations
(DSEAR). Guidance material published by the fuel industry Joint Inspection Group (JIG) is
also applied. Ref ASI 20
36 Spillages
Owner
Environment Manager
Spillages of fuel, chemicals or toilet effluent can cause health and safety issues and have the
potential to cause pollution of local watercourses. All companies should therefore ensure
that such products are contained securely in appropriate and well maintained tanks, bowsers
and containers and to ensure that any spillage is promptly cleaned up or reported to MA for
clean up. Ref ASI 21
37 Waste Disposal
Owner
Environment Manager
All companies are responsible for identifying the waste generated from all parts of their
business and ensuring that it is disposed of correctly. This includes identifying waste that is
International Catering Waste or hazardous, and requires specialist disposal. Additionally,
waste should be segregated for recycling wherever possible. Ref ASI 22

Part E Page 14
38 Aircraft Washing
Owner
Head of Airside Operations & Environment Manager
Washing of airframes and aircraft engines will be permitted on the airport site, however
because of the need to protect the environment from pollutants used in this activity, the
locations and the times when washing may take place will be restricted. Ref ASI 23
39 Push & Park Procedure

Owner
In order to assist on-time departure and to vacate pier-served stands for arriving aircraft,
procedures will be in place to allow departure-ready aircraft to be removed to a remote
stand or airfield location whilst they await an ATC slot time. At Manchester this procedure is
known as push and park to nose out aircraft parking stand and as push and hold for
remote airfield holding.
Ref ASI 24
40 Aircraft Towing
Owner
It is the responsibility of Companies which undertake aircraft towing to provide sufficient

training to all operatives thereby ensuring that they are competent to operate in the
relevant airfield areas. A copy of the latest pushback procedures must be located in the tug
cab.
It is the responsibility of the tug drivers to ensure that:
The tow vehicle, tow bar and associated equipment are serviceable for use and that
towing is in accordance with the relevant Agreed Company procedures.
Whilst towing in confined areas or around aircraft or other obstacles, the tug driver is
responsible for wing tip clearance, in accordance with Rule 42 of the Air Navigation
Order.
When aircraft are to be moved during periods of bad visibility or at night, the aircraft
must be adequately illuminated at each extremity, i.e. navigation lights on and the
tractor/tug must display headlights and an anti-collision beacon, if anti-collision beacons
unserviceable call Airfield Control for assistance.
ATC permission must be obtained before all aircraft tows.
NB - ATC clearance does not imply wing tip clearance
Ref ASI 25
41 Airbridge Operation
Owner
There are 3 types of Airbridge, which are the property of Manchester Airport. To ensure the
safe arrival and departure of an aircraft Manchester Airport will only allow personnel to
operate Airbridges who have successfully completed Airbridge training and validation by
Manchester Airport Group authorised Handling Agent or Airline representative. Ref ASI 26

Part E Page 15
42 Aircraft Turnround Management

Owner
Airport activity, and in particular the intense activities surrounding the turnround servicing of
aircraft at apron stands, has the potential to be hazardous. It is during this activity that the
majority of accidents and incidents occur, resulting in injuries to personnel or passengers and
in damage to aircraft and equipment. Notwithstanding various statutory requirements, the
performance of persons and organisations working airside continues to have a profound
effect on the level of operational safety at Manchester.
Whilst Manchester Airport has certain responsibilities as the aerodrome certificate holder, it
cannot take sole responsibility for apron activities - the airlines and their contractors must
have in place their own arrangements for ensuring that safety is managed effectively,
especially during the aircraft turnround process.
All persons whether passengers, visitors, or employees of any Airport Company must be
protected from all airside hazards. Ref ASI 27
43 Storage and Handling of Unit Load Devices (ULDs)

Owner
Airlines operating aircraft types with containerised holds at Manchester Airport require
storage facilities for Unit Loading Devices. The Ground Services Manager, in consultation
with Airlines and Ground Handling Agents, will agree the number of ULDs to be available on
the appropriate racks. This will be accomplished by space taken on the racking by each ULD,
to control the management of ULDs.
Manchester Airport has provided storage facilities for circa 600 units in several separate
locations across the Airfield. These sites are allocated to specific Handling Agents based on
their customer requirements and with consideration for the stands used by their contracted
airlines.
Ref ASI 28
44 Medical Services
Owner
North West Ambulance Service ( NWAS) respond to aircraft incidents at the airport and are
also included in the Greater Manchester Response Plans as a Category 1 Responder.
NWAS also provide 24/7 medical cover at the airport through the Paramedic team based at
the airport. The Paramedics respond to medical assistance calls from within the airport
complex and also medical emergencies on inbound aircraft. The Paramedics will not
routinely become involved in a major aircraft emergency.
Manchester Airport Fire and Rescue Services (MAFRS) also provide medical cover in liaison
with the Paramedics.

Part E Page 16
45 Aircraft De-Icing
Owner
During the winter months it will at times be necessary for aircraft to undergo de-icing
treatment before departure. This activity is safety-critical, requiring strict adherence to
procedures. Manchester Airport does not itself possess the equipment, materials and
expertise to carry out this function and it is a matter for aircraft operators to provide de-icing
services or to contract out with Ground Handling Agents. MA will provide, at a cost, areas for
the storage of materials and equipment for use in airframe de-icing. There is no suitable area
on the airport at present for the provision of a centralised airframe de-icing. De-icing
materials can be harmful to the environment and need to be managed carefully. MA operate
a procedure which ensures that de-icing materials are controlled and contained both in
storage and in use, so as to prevent pollution of watercourses. Airfield Duty Manager to be
fully informed Daily of the fluid stock levels, equipment serviceability and staffing levels in
accordance with the Manchester Airport Winter Operations Plan.
Ref ASI 29
46 Airside Competency & Training

Owner
Aprons and airside areas are hazardous workplaces and, in order to ensure safe working
practices, Manchester Airport requires that all employers who employ workers airside
ensure that their employees receive basic competence training that will provide the
knowledge, skills and awareness to identify the hazards and to apply the relevant safety
measures that are in place. Ref ASI 30
47 Stand Closures & Restrictions

Owner
The requirement to close or restrict an Aircraft Parking Stand will arise for a number of
reasons, such as: Major work in progress on or adjacent to a Stand
Contamination of the apron surface (e.g. FOD or spillages)
The presence of a temporary obstacle (e.g. equipment or vehicle)
Airbridge maintenance (external maintenance or internal maintenance necessitating the
movement or isolation of the airbridge)
Routine stand maintenance (e.g. surface painting or degreasing)
Notwithstanding the requirement for internal Maintenance Teams, Contractors and Airfield
Planning to consult the Airfield Liaison Manager when planning airside works, the Airfield
Duty Manager is accountable for the physical closure and operational reinstatement of
Aircraft Parking Stand

Part E Page 17
48 Airside Driving
Owner
Driving in airside areas presents many specific challenges requiring different knowledge and
skills to those required for public roads. Furthermore, poor discipline and lack of competence
by airside drivers has one of the greatest potentials for hazard to aircraft operations. Holding
a UK driving licence does not in itself make a person competent to be in charge of a vehicle
in an airside area.
For these reasons Manchester Airport will require airside drivers to undergo specific training
by a competent provider and to regularly refresh these skills. A permit system, code of
conduct, and a disciplinary process will underpin the objective of ensuring safe airside
driving. This will apply both to driving generally, and to the specifics of operating individual
types of vehicles. As well as meeting statutory requirements, procedures for obtaining a
permit and operating a vehicle airside will follow the requirements to CAP790. Ref ASI 31
49 Airside Vehicle & Equipment Standards

Owner
All vehicles and trailed equipment operating airside at Manchester Airport must be
maintained and inspected in accordance with CAA CAP 642 Airside Safety Management,
DVSA Regulations and relevant HSE Regulations.
A maintenance system whilst important will not on its own ensure quality maintenance is
obtained. Effective management of the operators fleet by persons competent to do so will
provide the best method of quality control.
A robust maintenance and safety inspection regime must be in place to ensure that
vehicles/equipment do not endanger drivers, aircraft, persons or property and are fit for
their intended purpose. Ref ASI 32
50 Emergency Response
Owner
In order to uphold the continual safety and security of its passengers, customers and staff,
Manchester Airport is committed to ensuring that effective emergency and contingency
plans are in place. The Manchester Airport Emergency Orders describe the emergency plans
in place at Manchester Airport with definitions of the emergency categories plus an
indication of the roles and responsibilities of In key organisations involved in an emergency
response.

Part E Page 18
51 Storage of Bulk Liquids

All storage facilities for bulk liquids should be adequate to prevent any leakage that could be
a health and safety hazard and/or cause pollution. In general, the standards set out in the
Control of Pollution (Oil Storage) (England) Regulations 2001 should be adopted.
Any vehicles and trailed equipment operating airside at Manchester Airport are also subject
to Airside Standing Instruction 32 Airside Vehicle & Equipment Standards.
Ref ASI 36

Part E Page 19
Part E - Aerodrome Operating Policies and Procedures

Contents
Airside Standing Instructions

Contents Page I
Part E - Aerodrome Operating Policies and Procedures

Contents
Contents
ASI 5 Airside Works (Development & Maintenance)
ASI 21 Spillages
ASI 36 Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores

Contents Page II
Airside Standing Instruction 1

Aircraft Engine Ground Running

ASI Owner
1.
GROUND IDLE TESTING

Aircraft engine testing at Ground Idle only is allowed on all pier and remote stands and also
on the Western Maintenance (formerly 'Faireys') apron.
Ground idle running may take place at any time subject to certain safety measures being in
place. See below:
1.1.
Safety measures
Aircraft on pier or remote stands must obtain approval for start up from ATC on the
Ground Frequency stating the aircraft type, stand number and using the phrase '...
Request permission to run engine(s) at Ground Idle power for (approximate duration).
Aircraft on the Western Maintenance do not need to request permission from ATC.
During all Ground Idle runs a safety person must be located by the rear of stand road
(where applicable) to warn traffic, which must be stopped during the engine running. A
vehicle parked across or beside the road is not acceptable.
Aircraft anti-collision lights must be illuminated during engine runs
Ground Idle testing at stands with a rear-of-stand road (most pier stands) is subject to a
maximum of 3 minutes duration - sufficient to carry out most basic engineering checks.
Running engines for longer durations can cause unacceptable delays to road traffic
waiting to pass behind the aircraft.
1.2.
Responsibilities
It is the responsibility of the organisation undertaking the engine run to:
Control activity on the stand during the test
Provide personnel to stop movement of traffic behind the aircraft
Maintain contact between the Ground Engineer and the Flight Deck
Ensure ATC clearance for start-up is obtained and that ATC are informed when the test is
complete.
Ensuring that ground idle runs on pier served stands are limited to 3 minutes duration.
2.
TESTING ABOVE GROUND IDLE POWER

All such tests are subject to the approval of Airfield Operations who will consider all the
relevant circumstances before approving any test.
A request must be made to Airfield Control in advance by submitting a booking request via
the MAGWorld website.
All tests above idle power must be carried out in the Engine Test Bay (ETB).
Any engine test which in the opinion of the aircraft engineer concerned cannot be completed
within the Engine Test Bay facility may be permitted at an alternative airfield location.
However permission, the time and the location is to be determined by the ADM.

ASI 1 Page 1

3.
ENGINE TEST BAY
3.1.
Availability of the Engine Test Bay

Engine testing above idle power is only permitted in the ETB facility during the period 06:0022:00 Monday to Friday and 07:30 - 22:00 Saturday and Sunday local time in accordance
with local authority planning agreements and the Manchester Airport Night Noise Policy.
Airfield Operations has the discretion to allow an Engine Test ' Out of Hours , that is
between the hours of 22:00 06:00 Monday to Friday and 22:00 - 07:30 Saturday and
Sunday local time. However such permission is only given in very special circumstances
where the implications of not doing so would cause considerable operational disruption
and/or hardship to Manchester Airport passengers. Certain criteria must be met to justify
engine testing during the defined night period.
The case for justification must be sought and confirmed in writing to justify the requirement.
The number of out of hours tests are strictly monitored and controlled by the Local
Planning Authorities.
3.1.1.
Commercial Charges
A charge is levied by MAG for use of the Engine Test Bay. Details of charges are contained
within the booklet ' Manchester Airport Fees and Charges' available from MA Finance
department, or the Manchester Airport website.
3.2.
General safety Requirements

The aircraft must be towed to the ETB and reversed into position astride and parallel to
the painted yellow centreline. Floodlighting is available for use during the hours of
darkness; a switch is located on the northern wall of the bay.
The aircraft nose wheel must be parked on the correct stop mark for the type as
identified on the information board mounted on the sidewall of the bay. If there is any
doubt about the correct position, advice should be sought from Airfield Operations.
Positioning of the aircraft is critical to the performance of the efflux-baffling screen - use
of an incorrect position may result in damage to the baffling, the acoustic walls or the
aircraft engines. On no account must an aircraft be parked with the nose protruding
beyond the taxiway clearance white line unless express permission has been granted by
the ADM and the taxiway has been closed to traffic.
Whenever a high power test is in progress, taxiway Alpha is to be closed in front of the
Engine Test Bay. This action will be taken by Airfield Operations.
ATC clearance on the Ground frequency should be obtained to start engines stating call
sign, aircraft type and location in the Engine Test Bay. Once clearance to start is obtained
no further ATC clearance is required to change power settings whilst in the ETB. A
listening watch must be kept on the Ground frequency and ATC should be advised when
the test is complete and engines are being shut down.
The engineer supervising the test should inspect the surface of the ETB prior to
undertaking engine runs to ensure the integrity of the surface is acceptable for high
power engine runs and any FOD has been removed.

ASI 1 Page 2

Failure to comply with the above safety requirements may result in the issuance of a fine
in accordance with the MA Airfield Infringement Scheme.
A380, AN124, AN225, B747-8, A346, B77W and A351 aircraft are not permitted to use
the Engine Test Bay due to wingspan limitations.
The Airfield Duty Manager will close Taxiway Alpha abeam the Engine Test Bay whilst a
high power test is in progress.
3.3.
Open Field Engine Testing

Should difficulties be encountered in performing the test in the ETB, a request may be
made to Airfield Control on ext.2384 to continue the test at an open field location.
Airfield Control will advise if and when this can be accommodated and will arrange for
the aircraft to be escorted undertow to a suitable location. The location currently
approved for open field testing is Taxiway Kilo (West of K5) and the Compass Swing Base
(max A330).
Approval for testing outside the Engine Test Bay will not be granted when LVPs are in
force.
At the open field location the instructions of Airfield Operations personnel must be
followed with respect to the positioning of the aircraft in order to maintain aerodrome
safety. It will not always be possible to position the aircraft exactly into the wind.
The Engineer responsible for conducting the engine test must complete a safety checklist
in conjunction with the ADM. The Engineer supervising the test should inspect the
pavement surface to ensure the integrity of the surface is acceptable for high power
engine runs and any FOD has been removed. The engineer will be required to sign the
safety checklist to confirm all safety considerations have been fully assessed.
ATC clearance to start engines must be obtained on the Ground frequency stating call
sign, aircraft type and location. ATC clearance must also be sought before accelerating
engines to high power. A listening watch must be kept on the Ground frequency, as the
need to reduce power may be necessary for safety reasons.
Airfield Operations may request copies of Engineers risk assessment documentation
before approving any open field test.
Charges for open field-testing will be levied in accordance with the Fees & Charges for
testing within the ETB. (See 3.1.1.)
NOTE: Tows to and from the ETB and open field testing locations are subject to the
procedures outlined in ASI 25 (Aircraft Towing)

ASI 1 Page 3

Aircraft Compass Calibration

ASI Owner
1.
COMPASS SWING PROVISION

A Compass Swing Base (CSB) is provided on the airfield for use by based aircraft and visiting
aircraft which require compass re-calibration prior to flying again. The CSB is located at the
junction of Taxiways Bravo, Charlie, and Kilo.
Owing to its location at the junction of busy taxiways, use of the CSB is restricted to off-peak
times of day. The CSB will not normally be available for use during the hours 0600-1000 and
1600-2000.
Occasions will also arise when the CSB is unavailable due to primary taxiway closures and
work-in-progress. Planned outages of the CSB will be promulgated in the relevant Airside
Directive.
2.
FACILITIES
The CSB is certified to Class 2 standards. QinetiQ plc, who are approved by the Government,
carries calibration and re-certification out bi-annually. A calibration certificate is held by the
Head of Airside Operations and may be viewed at any reasonable time.
A circle painted on the ground in White marks out the CSB. The cardinal points N, E, S, & W
are indicated on this line at their respective magnetic alignments relative to the radius of the
circle. The Maximum aircraft size which can be accommodated is a B757-200.
It should be noted that the CSB is located away from the terminal areas and consequently
there is limited ambient light during hours of darkness. Furthermore, parts of the circle are
located in grassed taxiway strips which may provide uneven footing. These factors should be
borne in mind with regard to the health & safety of personnel involved with compass
swinging.
3.
PROCEDURE FOR USE

Engineers wishing to use the CSB must contact Airfield Duty Manager as far as possible in
advance, requesting use of the CSB and stating the following particulars:
Aircraft type
Registration
Preferred start time
Duration of swing
Whether the aircraft will be manoeuvred by tug or under its own power
Upon receiving a request for use of the CSB, the ADM will consider the operational impacts
and consult with the ATC Watch Manager. The ADM will be responsible for notifying
Landmark Aviation and the Police Air Support Unit as movements to and from TATON and
the northern entrance to ROMPA will be prohibited when compass swinging is in progress

ASI 2 Page 1

Aircraft Compass Calibration
At the agreed time, the person in charge of the test may tow or taxi the aircraft out to the
CSB. N.B. A clearance must be obtained from ATC on the Ground frequency.
ATC will alert the ADM to the movement of the aircraft and the select 'Compass Swing' on
the AGL lighting panel.
The ADM will arrange for mobile day-glow barriers and obstacle lights to be placed across
taxiways at C1, B2, B3, and K4.
The swing may take place undisturbed by aircraft ground movement. Radio contact between
ATC and a person at the swing must be maintained throughout.
The person in charge of the swing must advise ATC when complete so that barriers may be
removed to allow the aircraft to vacate the CSB.
The lighting panel 'Compass Swing' setting must not be de-selected by ATC until all barriers
are confirmed as removed.
Subject to advanced agreement with Airfield Operations via the HAO, aircraft engineers may
be permitted to taxi aircraft within the confines of the CSB, subject to the provision of
company risk assessments and evidence relating to training and competencies of approved
personnel.

ASI 2 Page 2

Test, Training and Ferry Flights

ASI Owner
1.
TECHNICAL TEST FLIGHTS

Flights may be conducted from Manchester for the purpose of testing the functionality of the
aircraft and its systems following routine maintenance, or if required by a regulator prior to
revenue service flying.
Such flights are subject to all other airport operating conditions and restrictions applicable to
a normal revenue flight. This includes runway slots, noise abatement, runway charges, and
Instrument Flight Procedures.
Such flights must be conducted with all engines operable unless prior written authority has
been granted by the ADM. Any requirement for engine out testing must be notified in
advance to the Airfield Duty Manager. Any subsequent permission granted would be subject
to risk assessment with which the operator may be required to co-operate.
Flights involving touch-and-go manoeuvres at Manchester will not be permitted at any
time.
2.
TAXI-TESTS
Fast-taxi tests where the aircraft will exceed 30 knots groundspeed will only be permitted
on runways and are subject to prior permission from the ADM. Requests for taxi-tests should
be made in writing to the ADM (ops3dm@manairport.co.uk) and contain the following
information;
Aircraft Type
Airline
Registration
Reasons for Undertaking Test
Max. Groundspeed
PoB
NOTE: Any technical failures which may occur during the test must not cause disruption to
normal airport operations.
3.
TRAINING FLIGHTS
Flights will be permitted for the purpose of crew training, subject to all of the above
considerations at section 1, above. Flights involving touch-and-go manoeuvres at
Manchester will not be permitted at any time.
4.
POSITIONING (FERRY) FLIGHTS

Flights will be permitted for the purpose of positioning an aircraft empty to or from another
airport, subject to all of the considerations at sections 1 and 3, above.

ASI 3 Page 1

Aircraft Maintenance Activity

ASI Owner
1.
AIRCRAFT MAINTENANCE ON APRONS

To meet the increasing demands of air transport requirements and to achieve optimum
usage of aircraft stands, especially those nearest to the Terminal, priority for stand usage is
given to arriving/departing aircraft.
When aircraft maintenance is undertaken on an apron stand, which may inhibit the ability to
remove that aircraft from the stand, the flexibility for allocating that particular stand to an
arriving/departing aircraft is lost.
1.1.
Procedures
Only maintenance of a minor nature is permitted on the apron. For the purposes of this
instruction minor means routine turn round work such as oil top up.
When maintenance work is carried out, aircraft engineers are responsible for ensuring that:
Aircraft are not disabled such as they may not be removed from the stand in reasonable
time. If this is not feasible due to the nature or particular technical defect, Airfield
Control must be informed immediately.
Spillages of fuel, oil and other fluids do not occur and that if they do occur, the actions
detailed in ASI 21 are followed precisely and without delay
FOD, in the form of tools, aircraft parts etc. are not left around the apron area
Aircraft jacks are not used without spreader plates
Appropriate procedures are in place for occupant evacuation of aircraft which have
personnel on board
2.
AIRCRAFT STORAGE
All operators requiring long-term storage of aircraft must obtain approval from the Head of
Airside Operations.
In the event that approval is issued, all such stored aircraft must meet the following
requirements
Securely locked
Chocked at the nose wheel and main undercarriage
All covers must be adequately secured
3.
TAXIING OF AIRCRAFT BY ENGINEERING STAFF

Non-aircrew personnel taxiing aircraft at MA must hold an Aircraft Engineering
Qualification/Licence recognised as appropriate by the UK CAA and/or in accord with EUOPS. Additionally, a local certificate issued by an appropriate type rated pilot must be held,
indicating that the engineer has been trained and tested to an adequate standard to safely
taxi the specific aircraft type.

ASI 4 Page 1

Aircraft Maintenance Activity
Aircraft may be taxied without a Radio Qualified Person aboard by the operator maintaining
a listening watch on VHF provided that they are under the direct control of an Airfield
Operations vehicle in contact with ATC.
4.
TAXI TEST
Refer to ASI 3 (Paragraph 2)

ASI 4 Page 2

Airside Works (Development, Maintenance & Remedial)
ASI 5 Airside Works (Development, Maintenance & Remedial)

ASI Owner
1.
MANAGEMENT OF AIRSIDE WORKS THE STARTING POINT

All airside works must be co-ordinated through Manchester Airports Group processes. This
applies not only to major construction projects but also to minor works, maintenance, fixed
installations, and remedial works including painting and branding of structures. Any external
organisation, (tenant, service partner, contractor etc) or MAG internal department wishing
to carry out any such works on the aprons or airfield areas must inform MAG Capital Delivery
in the first instance so that the project may be properly co-ordinated. The processes
required to assure all safety and legal requirements are met may be lengthy and multifaceted, depending on the nature and scope of the task. No one department has jurisdiction
over all of these aspects and so it is vital that MAG Capital Delivery are contacted in the first
instance, so that the correct process and consultation can be mapped from the outset.
Airside development projects will be managed and procured through MAG Capital Delivery,
who will appoint a Project Manager. A project team will be formed, which must include
representation from Airfield Operations Planning. Minor routine works and maintenance
schemes may be managed internally through the Asset Management Operations Manager
but are subject to the same consultation processes outlined in paragraph 2 below. The
requirements of this Instruction are also contained or referred to in another document,
published by MAG Capital Delivery, titled General Requirements for Contractors working at
Manchester Airport
2.
NEXT STEPS - OPERATIONAL PLANNING AND APPROVAL REQUIREMENTS

The MAG Project Manager must inform Airfield Operations Planning of the proposed works
or development well in advance in order that the due process may be followed. Where the
project management role has been contracted out, the contractor must ensure such
consultation takes place. However MAG Capital Delivery is ultimately accountable for the
safe management of these processes safety accountability under the Aerodrome
Certificate may not be delegated to contractors. Failure to properly consult may result in
works being undertaken without authorisation and in violation of the Aerodrome Certificate.
Unauthorised works are liable to immediate cessation by Airfield Operations personnel until
the due consultation, planning and approvals are in place.
All airside development and maintenance work requires prior consultation so that the
aerodrome safety and regulatory requirements can be assessed and managed. Airfield
Operations Planning, via the Airfield Planning & Compliance Manager, is responsible for the
operational planning and notification of all airside development works. It is a requirement of
EASA, that Manchester Airport Group must consult CAA SARG before commencing any
development which may change the aerodrome facilities, and obtain the necessary
approvals. The principles set out in guidance material CAP 791 should be followed and Safety
Assurance Documentation produced. The APCM will advise project teams of the likely
planning and approval timescales in order that these can be programmed.

ASI 5 Page 1

The scope of the consultation and planning will be commensurate with the nature and scale
of the project. The works planning and approval process is included at 2.1 below.
The period of notice required will similarly be dependent upon the scope and impact of the
works, and the availability of Airfield Operations Planning resources to undertake the
necessary work. The APCM maintains an agreement with the CAA Aerodrome Inspector for
Manchester as to the level of consultation required in respect of specific airside works. This
agreement may be reviewed from time to time.
2.1.
Airside Works Planning and Approval

Airfield Operations Planning will ensure that the following actions and issues are covered:
Compliance with aerodrome certification requirements
Compliance with MA operational policy and specifications
Assessment and management of operational safety risks
Continuity of operations
Minimum disruption
Stakeholder liaison (aircraft operations-related only)
Production of Safety Assurance Documentation for CAA approval
Promulgation of Information
2.2.
Major Projects
A major project will involve works such as:
Construction of a taxiway
Runway maintenance works other than routine activities
A new building with an airside frontage
The above list is not exhaustive but is indicative of what is considered to be a major project
and will require substantial operational planning. The APCM will provide representation at
works planning meetings and will invite representation from NATS as considered
appropriate.
Sufficient design data and works methodology must be provided by the project team in
order that the Works Planning Checklist can be completed and the necessary safety and
operational assessments can be made by Airfield Operations Planning. Design and operating
philosophy cannot be approved until all necessary assessments and consultations have been
completed.
Timescales for such consultation and approvals will vary according to the scope of the
project. Airfield Operations Planning will co-ordinate the appropriate level of Development
Risk Assessment (DRA) and will feed the results back to the project team. Changes to design
and methodology may be required as a result of the DRA. Safety Assurance Documentation
will be produced, this will comprise of an Airside Directive, DRA records, and, where the
scope of the works requires, an Operational Requirement and Safety Statement.
Design of any new infrastructure to form part of the certificated aerodrome must be signed
off by the APCM prior to start of construction.
Once design and methodology has been approved, and DRA completed, the project can
proceed to construction and implementation in accordance with the notification
programme. Minimum notification periods apply with respect to NATS and promulgations
via UK AIP.

ASI 5 Page 2

2.3.
Minor projects
A minor project will involve work such as:
Limited scale pavement reconstruction and repair
Changes to road layouts
A small airside building construction
Other works which requires closure or restriction in use of an airside facility such as a
stand, an airbridge, or a roadway.
Planning and approval of minor projects will follow the same principles as for major projects
but the scope and level of consultation will be smaller. CAA SARG will not normally be
consulted via a formal development meeting and the level of consultation will be
determined by the APCM.
Minor works may also be the subject an Airside Directive, or where deemed appropriate, a
Minor Works Brief.
2.4.
Cranes
Works involving the use of cranes are of particular concern. Cranes can represent hazardous
obstacles to aircraft on or in the vicinity of the airport. Planning and notification is essential,
and a separate permit system is in operation. Procedures for the use of cranes at the airport
are contained in ASI 7, paragraph 6.
3.
PROMULGATION OF INFORMATION
Airfield Operations Planning will issue notifications which will include one or more of the
following:
UK AIP Supplement (public domain)
NOTAM (Public domain)
Airside Directive (Airport subscribers)
Minor Works Brief
ATIS broadcast (public domain)
Particular consideration will be given to the notice periods required by the UK
AIP (up to 90 days) and NATS Manchester (14 days).
4.
PERMITS TO WORK
In addition to the over-riding MAG work permit scheme, all airside development works
require the issue of an Airfield Operations Works Permit. Permits will be issued by the
Airfield Duty Manager. To complete the permit issue the ADM will require copies of safety
assurance documentation produced by Airfield Operations Planning for major / minor
planned works.
Permits to work will not be issued without the appropriate completed job registration.

ASI 5 Page 3

5.
ROUTINE MAINTENANCE WORKS
5.1.
General
Routine maintenance work covers surface markings, signage, lighting, strip surfaces and
grass cutting.
The routine nature of many maintenance functions can lead to complacency and consequent
incidents and occurrences. It is of paramount importance that the planning, promulgation
and execution of such works is detailed and carried out in a manner which attends
meticulously to all relevant airside procedures.
Some of the maintenance and repair tasks can be accomplished during aircraft operations.
Other tasks can only be undertaken when the area is closed to aircraft activity or when
aircraft activity is light e.g. at night or during the winter season.
Work may be carried out within an active runway strip in accordance with the relevant
policy. However planned maintenance of the runways will be undertaken wherever possible
during a runway closure. In the case of Runway 05R / 23L this can be achieved during the
daily published closure periods. In the case of Runway 05L / 23R, specific night closure
programmes are planned each year in order to undertake routine maintenance such as
rubber removal, painting, surface repairs, etc.
5.2.
Procedures and Permits for routine works

Regular, routine airfield maintenance work will be carried out in accordance with the local
operating procedures produced by the relevant section manager. Generic, open-ended
Airfield Operations Works Permits will be issued for such works, thereby eliminating the
requirement to issue permits on each occasion.
6.
WORKS WITHIN RUNWAY STRIPS

An Airfield Operations Works Permit must approve all works within runway strips. Works
which are of a regular, on-going routine nature (e.g. grass-cutting) may have a standing
approval and will not require the issue of a permit on each occasion. All other works requires
the issue of a time specific permit. Permits are issued by the ADM, who will in turn notify the
ATC Watch Manager of approved work.
Table 1 - Works carried out on foot with hand held tools only
Area
UHF
Clearance
Weather
Channel
required
minima
Grass areas within
5 (R1)
Positive
>alert
CGA up to edge of
3 (R2)
runway shoulder
Grass areas within LSA 1(R1 North) Free-ranging >alert
up to edge of CGA
3 (R1
(burn line)
South/R2)
On runway pavement 5 (R1)
Positive
>alert
inc. shoulder
3 (R2)
Paved links outside
1 (n/side)
Positive
Nil
LSA
3 (s/side
On paved links within 5 (R1)
Positive
Visible from
LSA up to edge of
3 (R2)
tower, or
shoulder
>alert

Other conditions
Grass areas only.
Prior notification to ADM/ATC
Between a/c movements

ATC co-ordination required.
Stopbar OFF. Frangible barrier
placed at boundary of works.
No closer than edge of
shoulder.
ASI 5 Page 4

Table 2 - Works carried out with vehicles/plant
Area
Within CGA up to
edge of runway
shoulder
Within LSA up to edge
of CGA
On runway shoulder
Paved links outside
LSA
UHF
position
5 (R1)
3 (R2)
Clearance
required
Positive
Other conditions
Positive
Weather
minima
Visible from
VCR, or
>alert
Visible from
VCR, or
>alert
>alert
5 (R1)
3 (R2)
Positive
5 (R1)
3 (R2)
1 (n/side)
3 (s/side
Positive
>alert
Prior notice to ATC. Infringes

taxiway strip
Between movements
N/R
Ops suspended
Definitions
Instrument Strip (IS) 150m each side of centreline not marked out on ground
Localiser Sensitive Area (LSA) 137m each side of centreline (R1 stopbars / R2 CAT III stopbars)
Cleared & Graded Area (CGA) 105m each side of centreline (Burn Line)
Obstacle Free Zone (OFZ) 77.5m each side of centreline not marked
Visual Strip (VS) 75m each side of centreline not marked
6.1.
Accountabilities
When works are taking place under positive clearance, ATC are responsible for ensuring the
safety of aircraft and personnel.
In these cases, the runway is occupied and ATC will give a positive clearance for
vehicles/personnel to pull back for aircraft movements.
When works are taking place without positive ATC clearance responsibility for aircraft and
personal safety lies with the person(s) carrying out the works, on the basis that:
A policy is in place, agreed between MA and NATS
Prior permission must be obtained from the relevant Tower Controller to enter the strip
The terms of the Airside Works Permit have been accepted by signature of the person or
their employer
The understanding that work within runway strips has associated hazards and when
operating without positive ATC clearance, the person(s) themselves must determine
when it is safe to remain within the strip
7.
EMERGENCY WORK IN PROGRESS

Occasions may arise whereby a failure of a Taxiway or Runway Surface requires immediate
action in order to make the area safe for operations.
In this case, the ADM is to liaise directly with the ATC Watch Manager and undertake a Joint
HAZOPS, Level 3 (Green Strip procedure).
The headings in the HAZOPS Level 3 act as an aide memoir for both parties to ensure that
nothing is overlooked.

ASI 5 Page 5

The ADM will issue an Airfield Operations Works Permit which will set out the necessary
conditions and procedures applying.
8.
SUSPENSION OF WORK
Airfield Operations may suspend any work on the Airfield at any time. This may be due to
poor weather, an incident, lack of authorisation, or as a result of poor working practice
which is deemed a safety hazard to operations.
Any member of staff who is concerned about the safety aspects of any works is to contact
the ADM immediately on 0161 489 3331.

ASI 5 Page 6

Access to Critical Part (CP)

ASI Owner
1.
Airfield Security Operations Manager
CRITICAL PART (CP) ACCESS POINTS

Access to the Airfield is via a number of security posts
North Gate
West Site (H24)
Southside security access point
Terminal Service Yards (Pedestrian access only)
Landmark Aviation
Full security procedures will be undertaken for staff and vehicles; this includes access control
and search. Airside vehicle permits are checked by Aviation Security Officers.
1.1
Landmark Aviation is not within the MA Critical Part. A white painted line on the apron and a
burn line in the grass mark the Critical Part boundary. A security cabin is located on site and
an Aviation Security Officer will ensure full MA security procedures are undertaken for staff
and vehicles if:
Any person from Landmark Aviation apron wishes to gain access the Critical Part.
Any Person currently on the airfield who enters the Landmark Aviation apron and wants
to return to the critical part. (Security Procedures apply each time the critical part
boundary is crossed).
Security Procedures do not apply to persons on-board an aircraft. This security measure is in
addition to any security procedures within the Landmark Aviation.
2.
DIRECT ACCESS TO THE AIRSIDE

Airfield Security have responsibility for authorising and controlling access to the Critical
Part via a Crash Gate. Access through these locations should be limited to infrastructure
projects.
2.1.
Procedures
The company requiring access contacts the Airfield Security Team Manager (ASTM).
The ASTM is to ensure that the contractors access is properly authorised. Arrangements
for the provision of security are the responsibility of the Project Coordinator and should
be incorporated in the contractors work methodology and/or Airside Directive.
Airfield Security must maintain a log of all staff, vehicles and equipment entering the
Critical Part.
All personnel on site must produce a form of identification; any persons not having
formal identification will not be permitted access onto the airfield. Examples of
identification are as follows:
o Valid Passport
o UK/EU Photo Driving Licence
o CAA Identification Pass/DFT Identity Card
At the end of each working day, the ADM must attend the Crash Gate and check all
persons who entered have left the area.
Airfield Security must ensure the Crash Gate lock is properly re-secured.

ASI 6 Page 1

Aerodrome Safeguarding

ASI Owner
1.
CONTEXT
There are several aspects to the safeguarding function:
Physical preserving the integrity of the Obstacle Limitation Surfaces (OLS) surrounding
the Aerodrome.
Technical the effects of new development on Navaids and technical equipment
Bird Hazard Control minimises the hazard to aircraft posed by developments whose
design may increase bird numbers in the vicinity of an aerodrome
Lighting in the Area of Aerodromes
Use of cranes during construction within 6km of an Aerodrome
Wind turbines within 30km of an Aerodrome
Under the Joint Circular issued by the Office of the Deputy Prime Minister (1/2003) on the
Safeguarding Aerodromes Technical Sites and Military Explosives Storage Areas, MA is
responsible for the Safeguarding of Manchester Airport. In this role MA is the statutory
consultee to the Planning process and must provide Local Planning Authorities (LPA's) with
safeguarding assessments for proposed developments.
LPA's are issued with a Safeguarding Map by the CAA specific to Manchester Airport which
enables them to identify those applications that could potentially impact upon the Airports
operational safety and on which consultation is required. The map currently in use is dated
February 2003.
2.
RESPONSIBILITIES
The Airfield Planning & Compliance Manager is ultimately responsible for:
Maintaining the integrity of the OLS
MA Group Planning Section will:
Maintain records and undertake the external administrative function for safeguarding at
Manchester
Monitor the progress of the application, particularly where external consultation is
necessary, in order to ensure that permitted consultation periods are not exceeded
Log details of any Local Planning Authority decision obtained into the 'Manchester
Airport Safeguarding Filing Index' and place any decision notice in the case-file
Interrogate the database and plotting sheets to identify any previous application which
could relate to the current case, either in location, applicant or subject
The Airfield Planning & Compliance Manager is responsible for the overall management
of Physical Safeguarding
3.
PROCEDURES
3.1.
Legislative and Administrative

In the case of formal consultations, the LPA will consult the Airport giving 21 days for a
response. Each planning application received is given a Manchester Airport safeguarding
reference (e.g. MAN05 - 2004 / 05).

ASI 7 Page 1

NB - Other codes will be used as appropriate taking the first three letters of the relevant
authority.
MAN05
2004
05
Local Authority and Digital File

Year
Safeguarding Case Number
Local Authority/Private Applicant

Manchester
Stockport
East Cheshire
Trafford
Manchester Airport development
under Part 18 of GPDO 1995
Code
MAN
STO
TRA
GDO
NB - If necessary the LPA (or other party) should be contacted to inform them of any
difficulties that could require an extension to the twenty-one day time limit for consultation.
If the LPA will not permit an extension to the time limit a letter of objection must be lodged
on the grounds that MA is not satisfied that the proposal will have no harmful effect on the
safety of operations at Manchester Airport.
The Airport may also be approached directly by the developer, or LPA, during pre-application
negotiations. In these circumstances an assessment will be made in the normal way however
it is to be made clear that any advice is provided in an informal capacity and will not
prejudice detailed assessment of any formal planning application at a later date. Details of
such assessments should be recorded but will not receive an MA safeguarding reference.
The application is given a digital file to include all created documents. In addition a paper file
is to be created, containing the application details, a copy of the proforma and other
documents as appropriate.
3.2.
MA Consultative Procedure
Safeguarding consultation letters, along with copies of the application information, are to be
sent to the following parties (giving 10 working days for a response):
Physical Safeguarding - Assessed by Airfield Operations Planning
Technical Safeguarding - Assessed by National Air Traffic Service (Tels)
Bird Hazard Safeguarding - Airfield Wildlife Management (the Airports appointed Bird
Hazard Consultant)
3.3.
Safeguarding Pro-forma
A Safeguarding proforma titled Safeguarding Assessment Form is to be filled out for the
development, ensuring all the necessary information, prescribed in the Joint Circular, is
included:
A copy of the application for the development in question
Copies of any submitted plans
The location of the proposal with a grid reference to at least 6 figures each of Eastings
and Northings
The height of the site to an accuracy of 0.25 metres above OS Datum

ASI 7 Page 2

Details of the layout, dimensions and heights of buildings and works to which the
application applies
Such further information as is necessary to consider the application
Types of planting and landscape works associated with a particular development
Details of materials used in construction
If any vital information is missing, a request should be sent to the LPA to obtain the relevant
information, explaining that the twenty-one day consultation period will not begin until it
has been received. When all required information has been received by MA, the LPA or other
party should be notified, by email or letter that the 21-day consultation period has now
begun.
3.4.
Response to Local Authority

The safeguarding proforma is to be completed with a safeguarding response written based
on advice received. The response should then be checked and countersigned by the Head of
Planning and Environment or the Planning Manager. All assessments and calculations
received from the consultants are to be stored in the application file.
The response is sent to the LPA either by e-mail or in paper form with a copy stored in the
digital and paper files.
3.5.
Case Follow Up
The case officer should track the applications progress through to a decision being made by
the Local Planning Authority.
3.6.
Local Authority Contrary Decision

If an LPA proposes to grant planning permission:
Contrary to advice submitted by MA
Without conditions that have been requested
Including specifications/features that have been advised against, the LPA must notify the
Airport (as the official safe guarding consultee) and the CAA (as the safety regulator).
The CAA will then assess the application and may determine it in two ways:
Firstly the CAA may consider the application and conclude that the Airport has been
wrongful in its decision to object to or condition the proposal. In such cases the Airport is
to obtain details of the CAA decision and update files accordingly
Secondly the CAA could agree with the Airports decision and may refer it to the
Secretary of State to be considered for 'call-in'. MA maybe required by the CAA to submit
additional justification for its view as part of this process If the views of MA (or the CAA)
lead to an appeal against the LPA decision then the Airport may be required to defend its
view, either informally to LPA /applicant or formally by appearing as an expert witness at
planning appeals. Arrangements to cater for such demands will be made as and when
they are required

ASI 7 Page 3

3.7.
Methodology
In order to assess whether the implications of any proposed development, it will be
necessary to understand and apply the relevant parts of EASA CS & AMC. Two methods are
in use and may be used singly, or together to provide means of cross-checking:
A software application GDMS supplied by SLC Associates.
A manual CAD based OS map with contour data, for heights AOD or AMSL and also
showing the extent of all OLS surrounding Manchester Airport is available in the Airfield
Operations Planning Department.
The Eastings and Northings, site plan and location plan, provided with any application will
allow the location of the development to be identified. The CAD system will identify any
penetration of Obstacle Limitation Surfaces.
3.7.1.
Potential Penetration of OLS

This assessment is undertaken by Airfield Operations Planning. Post holders within Airfield
Operations Planning are trained and authorised by the APCM to undertake the safeguarding
function, they are:
Airfield Technical Planner
Airfield Planning Officer
The post holders named above have been trained and certificated via the CAA Safeguarding
course.
The assessor will check the details of the proposal for penetration of any of the Obstacle
Limitations Surfaces.
If a penetration of an OLS is identified, the proposal should be assessed as to whether it can
be eliminated or mitigated
The assessor will exercise discretion to have another competent person check and sign-off
the calculations in cases where the potential impact of the development is significant.
The local CAA SARG Inspector will be consulted concerning any development considered to
be unacceptable as a consequence of OLS penetration
Details of any calculations undertaken and conclusions will be forwarded to the MA Planning
Section for submission to the LPA or other party as appropriate
Any obstacles which penetrate an OLS will require an appropriate red. It is important that
SARG are consulted concerning any penetration of an OLS. It should be noted that the
construction of the second runway lowered Manchester's surfaces as the threshold of
Runway) 05R is considerably lower than that of 05L. This has resulted in some buildings
within the locality of the airport penetrating the IHS. However, all of these have been
declared to SARG and accepted.
The assessor will also consider any possible impacts of a development upon the Instrument
Approach procedures. Where there is any concern the proposal will be referred to the
Directorate of Airspace Policy for comment.

ASI 7 Page 4

3.7.2.
Technical Safeguarding Assessments

MA Planning Department are to forward any planning applications which may have an
impact upon Navaids at or around the Aerodrome to NATS (Tels) for assessment. The local
engineers will undertake a preliminary assessment of the development and may then submit
the application to NATS HQ for further detailed analysis. This process may take longer than
the normal 10 days allowed and where this is the case NATS will be required to contact the
Planning and Environment Section immediately. If the delay is likely to result in a need to
extend the consultation period granted by the LPA the Planning and Environment Section are
top take the necessary steps to request an extension from the LPA.
3.7.3.
Wind Turbines
Any planning application to erect a Wind Turbine within 30km of an Aerodrome will be the
subject of safeguarding. Not only are they very tall structures which will require Physical
safeguarding, but they also may have a significant impact upon Navaids and Radars. They are
to be referred to NATS for Technical Safeguarding.
3.7.4.
Bird Hazard Safeguarding

The following developments can have an impact on bird activity on and in the vicinity of MA
Tree and shrub planting
Creation or enhancement of water features
Landfill sites
Sewage works
Reservoirs
With regard to developments in the near vicinity of the airport, details of plantings, if not
provided as part of an application are to be requested. Information regarding species to be
avoided altogether and minimum acceptable plantings are listed at the Manchester Airport
Group Planning Department. Comments concerning planting are to be made as part of the
application response. Further information on the likely impact of such developments is
contained in CAP772. Such developments should be referred to Airfield Wildlife
Management (AWM), who are contracted to MA in order to provide expertise on Bird
Hazard Assessment
3.7.5.
Lighting
At night and in periods of poor visibility, pilots rely on the pattern of the Aeronautical
Ground Lighting, principally Approach and Runway Lighting to assist with aligning the aircraft
with the runway and touching down at the correct point. Therefore it is important that other
lights which could distract or confuse are not permitted.
It is therefore essential that proposed new street or other lighting is taken into account in
the vicinity of an Aerodrome.
Lighting can cause problems where:
The intensity of the lights, whether steady or flashing (i.e. strobe lighting), could cause
glare in the direction of an aircraft approaching to land or taking off
The colour of the light could cause it to be mistaken for an Aeronautical Ground Light

ASI 7 Page 5

When viewed from the air, the lights make a pattern, (e.g. a row of street lights) similar
to an approach or runway lighting system
The overall amount of illumination detracts from the effectiveness of the approach and
runway lighting, particularly during periods of low visibility
The aeronautical ground lights are obscured from the pilot's view
Although all lighting proposals in the vicinity of an aerodrome may be of concern, particular
attention should be paid to lights within a rectangular area 750 metres each side of the
centreline and extended centreline of the runway to a distance of 4500 metres from the
threshold (for an instrument runway).
In addition guidance is provided in the British Standard Institution's BS 5489 Road Lighting,
Part 8: Code of Practice for lighting that may affect 'the safe use of aerodromes, railways,
harbours and navigable inland waterways on the characteristics of street lighting suitable for
use in the vicinity of an aerodrome and the need for consultation'.
To avoid confusion with AGL, it is recommended to use flat glass full cut-off (FCO) lanterns
mounted horizontally, so that no light is emitted above the horizontal. Other solutions may
be considered, depending on the particulars of the lighting proposed and its location in
relation to the aerodrome.
It should be noted that there are provisions under the Air Navigation Order (ANO) directing
that lights shall not be exhibited which are liable to endanger aircraft taking-off or landing, or
which are liable to be mistaken for an aeronautical light.
4.
OUTLINE APPLICATIONS
Outline Applications, by their very nature, are likely to have insufficient information for a full
assessment. In these circumstances, there are three options:
Firstly, the Planning and Environment Section may send a letter to the LPA
recommending that the application be deferred until further information is available
under Article 3(2) of the General Development Procedure Order 1995 or Article 4 of the
Town and Country Planning (Applications) Regulations 1988
Secondly, send a response, which encompasses all planning conditions that could be
appropriate to ensure the proposed development is suitably restricted
Thirdly, lodge an objection on the grounds that insufficient information is available to
satisfy the airport that the proposal is acceptable.
The application is to be plotted on the "Manchester Airport Safeguarding Plotting Sheets"
and is logged into the 'Manchester Airport Safeguarding Filing Index ' of which there are both
digital and paper forms.
5.
TREATMENT OF TEMPORARY OBSTACLES

Wherever possible, MA will seek to remove obstacles which may be a hazard in accordance
with the requirements of CS ADR-DSN Chapter J. Where this is not possible, such obstacles
will be marked appropriately, notified to pilots, and suitable operating procedures
introduced.

ASI 7 Page 6

5.1.
Obstacles within the Runway Strip

Temporary obstacles within the runway strip may take the form of works areas, vehicles and
plant, or a disabled aircraft. Planned obstacles such as a works area are taken account of
during planning process see ASI 5.
Each obstacle is to be treated according to its nature and position. The guiding principles are
that:
Operations on a particular runway are to be suspended if there is an obstacle within the
paved area of the runway; unless and until revised declared distances have been
calculated and promulgated
ILS approach procedures are to be suspended whenever there is an obstacle within the
instrument runway Cleared and Graded Area. All such obstacles are to be notified to
pilots by the most appropriate method for the situation i.e. NOTAM, ATIS or RTF
6.
CRANE OPERATIONS
6.1.
Introduction
The operation of cranes in the vicinity of an aerodrome may have a direct impact on the
safety of aircraft and aviation. The legislation that controls such activities is the Air
Navigation Order (ANO) and CS ADR-DSN Chapter J. The operators of cranes must refer to
British Standard Institute Code of Practice for the Safe Use of Cranes (BS 7121).
BS 7121 refers to Crane Control in the Vicinity of Aerodromes. In addition the Airport
Operators Association (AOA) in partnership with the Health and Safety Executive (HSE) have
issued a guidance leaflet entitled 'Cranes and Planes, A Guide to Procedures for Operation of
Cranes in Vicinity of Aerodromes'.
6.2.
Safety Requirements
In order to co-ordinate the safe operation of cranes in the vicinity of aerodromes any
proposed crane operation within 6 kilometres of an aerodrome, at heights of 10 metres
above ground level or that of the surrounding structures or trees, must receive prior
permission from the Aerodrome Operator.
6.3.
Location and Permission

Crane operators and/or developers have been advised to contact the Aerodrome Operator
at least one month in advance of any proposed crane operations to find out if there are any
limitations or regulatory procedures that may apply to the proposed crane operation. In a
minority of circumstances it may be necessary to approach the Civil Aviation Authority (CAA).
In these cases it may be necessary for the applicant to develop and co-ordinate a suitable
safety case for the proposed operation.
To obtain permission to operate a crane within 6 kms of the aerodrome, the crane operator
must apply for the issue of a Manchester Airport Tall Equipment Permit. Applications may be
made to Airfield Planning not less than 21 working days from the planned crane operation.
Contact information:
Airfield Planning Officer
Telephone number
FAX
0161 489 5898/5086

0161 489 3306

ASI 7 Page 7

The following information will be required:
The precise location of the crane operation provided as an eight figure Ordnance Survey
grid reference together with the elevation of the ground in metres "Above Ordnance
Datum" (AOD) at that location. NB - On some Ordnance Survey maps AOD is displayed as
"Above Mean Sea Level" (AMSL)
The maximum elevation of the crane "Above Ground Level" (AGL) in metres
The type of crane or construction equipment to be used e.g. Tower, Mobile, etc
The radius in metres of the jib or boom of a fixed crane
The area of operation of a mobile crane
The dates and times of the operation
The applicants name, address and contact details (including telephone, fax number and
email address where available)
Contact details for the crane whilst operating (e.g. mobile telephone number for the
crane driver or 'on site' foreman)
Once these details have been considered by Airfield Planning it will be determined whether
the crane operation can proceed and whether any restrictions need to be applied. The APCM
will determine whether CAA Directorate of Airspace Policy or Safety Regulation Group need
to be consulted.
Following identification of all constraints, Airfield Planning will issue a Tall Equipment Permit.
The permit will list all the relevant details supplied by the operator and any restrictions
applied. Restrictions may include items such as:
The fitting of red obstacle lights
Restrictions on operating times
Restrictions on operations dependant upon the runway that is in use
Restrictions on crane operating height
Restrictions during poor weather e.g. fog or low cloud
It should be noted that it may be necessary to lower the crane immediately in the event
of an aircraft emergency or similar
Airfield Planning will enter the Tall Equipment Permit on the Tall Equipment Permit database
and a copy will be sent to the ADM for information and action
6.4.
Responsibilities
Person (s)
APCM
ADM
Crane
Operators
Responsible for:
Ensuring obstacles are taken into account and treated during the planning of
airside works.
Planned re-declaring of runway distances. Consulting and promulgating
redeclared distances.
Ensuring that crane operations are monitored and controlled according to
the applicable permit.
Urgent unplanned re-declaring of runway distances and promulgation in
accordance with this instruction.
Ensuring that a Tall Equipment Permit has been obtained and that crane
operations are conducted in accordance with the permit.

ASI 7 Page 8

Aircraft Noise

ASI Owner
1.
Environment Manager
RUNWAY USE
During the period 06:30 10:30 and 16:00 20:00hrs (local); Monday to Friday: 06:30
1030 hrs (local); Saturday: 16:00 20:00 hrs (local); Sunday: dual runways will normally
operate in segregated mode. This period may vary depending upon the level of traffic
demand on a given day. Operations revert to single runway (23R/05L) at all other times.
Under normal circumstances, where the tail wind component remains less than 5knts, a
system of preferential westerly runway use is operated. Under circumstances where the
preferential wind promotes the use of Runway 23L, this will continue unless it is contrary to
safety requirements (e.g. Pan or Mayday call), or until climatic conditions require use of
Runway 05R with the ILS (CAT 1).
2.
NIGHT FLYING
Aircraft Movements taking place between 23:30 and 05:59 are not permitted to exceed 7%
of the Airports total movements. Such night time movements are limited to 10150 and 3895
for the summer and winter seasons respectively, up to the end of the summer season 2017.
Manchester Airport further restricts the types of aircraft permitted to operate at night by
means of the CAAs Noise Quota Count (QC) system.
The QC system categorises aircraft according to noise levels recorded at the time of noise
certification. Details of the QC system and aircraft categories are available on request from
Airport Operations or can be downloaded from the MA extranet site.
The points budget for each season up to the end of the Summer season 2017 is fixed at 7000
points for Summer and 3000 points for Winter.
Between 23:00 and 06:59 (local) no QC16 or QC8 aircraft are allowed to arrive or depart. In
order to comply with these flying restrictions, the ADM will usually prohibit the flight from
taking place if the aircraft has not pushed back at least 30 minutes prior to the curfew time
(2300L)
Between 23:30 and 05:59 no QC4 aircraft may be scheduled to depart.
Under certain circumstances exemptions to these restrictions may be permitted; namely:
Off scheduled movements during emergency situations;
Off scheduled movements as a result of major disruption to air traffic;
Off scheduled movements where significant distress may be caused to humans and
animals;
Relief flights where urgent needs exist;
Military and support aircraft at time of war;
Aircraft of British or foreign Royal Families and aircraft carrying Heads of State.
Any such dispensations must be approved by the ADM.

ASI 8 Page 1

Aircraft Noise
3.
NOISE PENALTIES
Financial penalties are applied to departing aircraft which exceed the limits below:
90 dB (A) between the hours of 07:00 and 22:59 (local) or
82 dB(A) between the hours of 23:00 and 23:29
As recorded at 6.5 km from start of take-off roll. Details of exact noise monitoring locations
are available in the UK AIP AD 2-EGCC-3-2. Specific noise performance information is
available from the MA Environment Department.
Details of the financial penalties are contained within the booklet Manchester Airport Fees
and Charges available at www.magworld.co.uk.
4.
TRACK ADHERENCE
After departure, Noise Preferential Routes as specified in UK AIP AD 2-EGCC-16 are to be
flown by all departing aircraft until the level defined in the table is reached except:
Aircraft whose MTWA does not exceed 5700 kg;
Those aircraft instructed by ATC to make Early Turns In order to expedite traffic flow
Unless otherwise instructed by ATC or deviations are required in the interests of safety.
The use of these routes is supplementary to noise abatement take-off techniques. After
take-off, pilots should ensure that they are at a minimum height of 500 ft AAL before
commencing any turn.
For performance reporting purposes, aircraft shall be deemed to be off track where their
track (as recorded by the MA monitoring systems) passes outside the relevant 1.5 km
departure corridor before achieving the required level. Further information regarding
tracking performance can be obtained either via the MA Extranet site or by contacting the
MA Environment Department directly (ext. 3566/3504).
Details of the financial penalties are contained within the booklet Manchester Airport Fees
and Charges available at www.magworld.co.uk.
5.
CONTINUOUS DESCENT APPROACH (CDA)

During the period 22:00 to 05:59 (local) all aircraft using the Standard Terminal Arrival
Routes (STAR) via ROSUN, DALEY, MIRSI and DAYNE are required to carry out a Continuous
Descent Approach (CDA) as detailed in AIC 51/2006.
6.
ENGINE TESTING
Engine Testing up to and above Ground Idle Power is strictly controlled and is the subject of
a separate Standing Instruction (ASI 1).
7.
INFORMATION AVAILABILITY
All aircraft noise and track background and performance data is available either via the MA
extranet facility or by contacting the Airport Environment Department.
Tel: 0161 489 3566
Email: environment@manairport.co.uk
Enquiries of an operational nature should be directed to the ADM +44 161 489 3331

ASI 8 Page 2

Accident, Incident & Safety Occurrence Reporting

ASI Owner
1.
PURPOSE OF REPORTS
Reports are made primarily for three reasons as follows:
Regulatory requirement
Manchester Airport requirement
So that Management and staff can learn how to prevent re-occurrences
2.
GENERAL REPORTING REQUIREMENTS

The responsibilities for using the various types of reports together with the relevant
procedures are detailed below:
Article 142 of the Air Navigation Order 2009, CAA CAP 393 requires all Ground Handling
Agencies to report specified safety related occurrences. This must be done using the Civil
Aviation Authoritys (CAAs) Mandatory Occurrence Reporting (MOR) Scheme.
Further guidance is contained within the CAAs Civil Aviation Publication (CAP) 382 titled
Mandatory Occurrence Reporting Scheme; available in electronic form from the CAA website
at www.caa.co.uk
It is imperative that Airfield Operations is made aware of any safety occurrences, safety
hazards or unsafe working practices as soon as reasonably possible to allow the necessary
action to be taken.
Such information should be passed to the Airfield Duty Manager on telephone number +44
(0)161 489 3331.
All report forms are to be completed fully, providing as much detail as is available and
submitted to the HAO, excluding AORs which are not affiliated to an Accident Investigation
Form or Mandatory Occurrence Report.
All Airside Operating personnel are to make every endeavour to learn from accidents,
incidents and occurrences to prevent recurrences.
2.1.
Just Culture
Manchester Airport supports and promotes a 'Just safety culture' which creates an
environment that allows employees to report all incidents and safety concerns without the
threat of censure, disciplinary action or subsequent loss of employment, except where there
is gross negligence, or a deliberate or wilful disregard to our standard operating practices and
procedures.

ASI 9 Page 1

3.
MANDATORY OCCURRENCE REPORTS

Mandatory Occurrence Reports (MORs) are filed in compliance with the Air Navigation Order
and the procedures contained in CAP 670 and CAP 382.
3.1.
Definition
A reportable occurrence in relation to an aircraft, means any incident which endangers or
which, if not corrected would endanger an aircraft, its occupants or any other person.
3.2.
Responsibility for Reporting

The following personnel are required to make reports in accordance with the ANO:
Air Traffic Control Officers
Air Traffic Engineers
Operational Managers
Aircrew
Aircraft Engineers
Handling Agents
NB - Whilst the legislation defines those who must report, anyone may make a report should
they consider it necessary.
NB - There is no legal requirement to notify MA Operations Department or ATC that an MOR
has been filed even though the occurrence may involve MA Equipment, procedures or
personnel. However, due to the time lapse between reports and investigations, it will assist
in any subsequent investigation if this action is taken.
3.3.
The CAA requires that MOR reports be filed within 72hrs of the occurrence.
All reports are to be made using the appropriate CAA form.
The person completing the form is responsible for ensuring that it is despatched to the
CAA SIDD.
4.
AIRCRAFT ACCIDENT AND SERIOUS INCIDENT REPORTS

All such accidents/serious incidents are to be reported to the AAIB.
4.1.
Definition
4.1.1.
Aircraft 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:

ASI 9 Page 2

A person suffers a fatal or serious injury
The aircraft sustains damage or structural failure which adversely affects its strength,
performance or flight characteristics requiring a major repair or replacement
The aircraft is missing or is completely inaccessible
NB - Serious injury means an injury which is sustained by a person in an accident and which
involves one of the following:
Requires hospitalisation for more than 48 hours commencing within seven days from the
date on which the injury was received, or
Results in a fracture of any bone (except simple fractures of fingers, toes, or nose), or
Involves lacerations which cause nerve, muscle or tendon damage or severe
haemorrhage, or
Involves injury to any internal organ, or
Involves second or third degree burns or any burns affecting more than five percent of
the body surface, or
Involves verified exposure to infectious substances or injurious radiation
4.1.2.
Serious Incident
An incident involving circumstances indicating that an accident nearly occurred. The
incidents listed below, although not exhaustive, are typical examples of serious incidents:
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.
For further information contact the Air Accidents Investigation Branch (AAIB)

ASI 9 Page 3

4.2.
All reportable accidents are required to be notified to the Department for Transport (in
effect the AAIB) with the minimum of delay.
Aircraft Commanders have a legal responsibility for reporting accidents and incidents to their
aircraft. However this may not always be possible. The initial responsibility for reporting an
accident will rest with Air Traffic Control (ATC).
The Airfield Duty Manager (ADM) will ensure that the AAIB have been informed and have
received all the relevant details, using the AAIB Notification Form.
As far as possible, the following information is to be provided:
In the case of an accident the identifying abbreviation ACCID or, in the case of a
serious incident, the identifying abbreviation INCID
Type, model, nationality and registration marks of the aircraft
Names of the owner, operator and hirer (if any) of the aircraft
Name of the commander of the aircraft
Date and time (UTC) of the accident/Incident
Last point of departure and the next point of intended landing of the aircraft involved
Position of the accident in relation to some easily defined geographical location
Number of crew on board and the number killed or seriously injured
Number of passengers on board and the number killed or seriously injured
Number of other persons killed or seriously injured as a result of the accident
Nature of the accident as far as is known
4.3.
Contact Name/Numbers
Air Accident Investigation Branch (AAIB)
Farnborough House
Berkshire Copse Road
Aldershot
Hampshire
GU11 2HH
24 hour Accident Reporting Line:
01252 512299
The person reporting the accident to the AAIB is also required to inform the local Police of
the accident and the place where it occurred, using the contact number below.
Greater Manchester Police
Airport Sub-Division
Tel: 786 0250
5.
OTHER ACCIDENTS AND INCIDENTS

These are accidents and incidents involving vehicles, equipment, airbridges and persons etc.
where no aircraft is involved. Included are collisions, trips, falls etc.

ASI 9 Page 4

All accidents and incidents must be reported without delay to Airfield Operations on 0161
489 3331.
Such accidents and incidents are to be reported in order that an appropriate investigation
can take place. The purpose is to discover causes so that remedial actions can be taken to
prevent recurrence of the incident.
Any vehicles, plant and equipment involved in the incident must not be moved until
authorised by MA Airfield Operations.
Personnel at the accident/incident scene may remove vehicles and equipment prior to the
arrival of Airfield Operations only if they determine that further damage or harm to
personnel may occur should the vehicles remain in situ.
Prior to the removal of any such items it would be preferable if photographs were taken to
record the event and made available to Airfield Operations.
It is not the intention of MA to allocate blame except where there has been blatant disregard
of procedures intended to provide a safe airside environment.
5.1.
Procedures and Follow Up

Managers and/or Supervisors of personnel involved in airside accidents or incidents are
responsible for:
Requesting medical assistance on emergency ext 2222 if injuries are evident
Reporting all such events as soon as practical to MA Airfield Operations on 3331
providing details of location and brief information about the event
Conducting an investigation in the event that an Airfield Occurrence Report (AOR) is
issued to an employer or employee and responding to Airfield Operations in writing
within 21 days, stating their findings and any action taken to prevent a recurrence.
6.
AIRFIELD OCCURRENCE REPORT

The Airfield Operations Team is primarily responsible for maintaining safety and operational
standards within the Airfield Boundary.
All Accidents, incidents and safety occurrences within the Airfield boundary will be recorded
in the first instance on an Airfield Occurrence Report (AOR).
Airfield Operations will issue a copy of the AOR to the employee or employer of a company
involved in an Accident, incident or Safety occurrence. The employer then has 21 days to
respond formally in writing to Airfield Operations stating the actions taken.
In the case of more serious breaches of rules a fine will be imposed of 50 or 100. Any
monies collected will be utilised to enhance Apron Safety on the Airfield (See ASI 13 Airfield
Infringements).

ASI 9 Page 5

Details of the AOR will be recorded on the Airfield Incident and Infringement database within
24 hrs of the AOR being issued. An automatic email will then be generated to the company
contact informing them of the AOR details. If the company has not replied within the 21-day
period of the AOR being issued a reminder will be generated every 2 weeks by email using
the same electronic process for a period of 2 months. If a response is not received within 2
months, individual cases will then be addressed by the Airfield Operations Administrator.
7.
INCIDENT / ACCIDENT INVESTIGATION

After each Accident or MOR, the HAO may open an Occurrence Folder. An investigation will
then take place, the ASM may undertake the investigation directly, or an ADM may be asked
to take on this responsibility. The investigation will be fully documented and witness
statements and accounts taken as appropriate. Other organisations may need to be involved
such as Airlines, Handling Agents, ATC and Internal MA departments. Once completed,
results and recommendations will be made and the completed document presented to the
Airfield Planning & Compliance Manager for consideration.
Dependent upon the nature of the incident and results of the investigation, a review of
procedures or training may be required in order to prevent a re-occurrence.
It should be noted that an Occurrence folder might be opened in response to a nonreportable accident and that an investigation and review will still be undertaken.
8.
FOLLOW UP ACTIONS
Following an investigation, appropriate to the severity of the incident, any or all of the
following actions may be taken:
MA may require additional training for personnel concerned

An infringement notice may be served
Procedures may be modified
A monthly Airfield Safety Management Report of airside accidents/incidents is produced

and discussed at the Safety Performance Committee.

ASI 9 Page 6

Airside Defect Reporting

ASI Owner
1.
PREVENTATIVE MAINTENANCE
All defect reports and the details of remedial action taken are recorded on a computerised
Enterprise Asset Management System (EAMS). The information recorded is used to audit
and review airport wide maintenance standards, contributing to the overall development of
a Preventative Maintenance Programme. This programme aims to limit the frequency of
unplanned outages, operational restrictions and any degradation in airfield safety standards.
2.
SAFETY CRITICAL DEFECTS

Safety critical defects which have the potential to compromise the safety of aircraft,
passengers and/or personnel should, in the first instance, be reported to Airfield Operations
(Tel. 0161 489 3331). Airfield Operations are responsible for ensuring all airside operational
areas remain safe. This may necessitate the closure of operational areas in consultation with
Air Traffic Control and Airfield Control until such time remedial action has been taken and the
area declared safe for continued operations by the Airfield Duty Manager.
3.
AUDIT & INSPECTION REGIME

Manchester Airport (Operations) operates a programme of daily Movement Area Safety
Inspections. Any defects identified should be reported to the Airport Live Communications
Centre (LCC) and recorded via the airport Enterprise Asset Management System (EAMS).
Furthermore, schedules of airside audits are undertaken by Airfield Operations &
Asset Management personnel. Any defects identified are recorded on a Weekly
Maintenance Action List circulated by Airfield Operations at the beginning of each week.
4.
ACCIDENTS, INCIDENTS & EMERGENCIES

Defects arising from accidents, incidents or emergencies should be reported to Airfield
Operations. The Airfield Duty Manager or his/her nominated deputy is responsible for
inspecting the scene of an incident and reporting any know defects to the Airport Live
Communications Centre for remedial action.
5.
RESPONSIBILITIES
5.1.
All Airside Users

Reporting known defects to the Live Communications Centre (LCC)
Reporting safety critical defects to Airfield Operations

ASI 10 Page 1

Airside Defect Reporting
5.2.
Airport Live Communications Centre (LCC - Terminal Control)

Recording and processing reported defects via the PMS (Maximo) System.
Appointing appropriately qualified engineers to undertaken remedial action.
Updating records with details of any remedial action taken
Informing Airfield Operations of any defects that have the potential to compromise the
safety of aircraft, passengers and/or personnel.
5.3.
Airfield Duty Manager & Airfield Operations

Attending the scene of an incident/accident, reporting known defects to the Airport Live
Communications Centre (LCC) for remedial action.
Assessing operational safety following notification of a safety critical defect.
Delivering a daily airfield inspection regime.
Conducting 3 Tier Audits in accordance with planned inspection schedules.
Reporting defects via the Airport Live Communications Centre (LCC) and Weekly
Maintenance Action List.
5.4.
Asset Management Department

Conducting 3 Tier Audits and undertaking routine maintenance on-site
Rectifying defects recorded on the Weekly Maintenance Action List.
6.
CONTACT TELEPHONE NUMBERS

Airport Live Communications Centre (LCC)
Airfield Operations

Ext.3776
Ext.3331
ASI 10 Page 2

Very Large Aircraft

ASI Owner
Head of Airside Operations & Airfield Planning & Compliance Manager
1.
AVAILABILITY OF THE AIRPORT TO VERY LARGE AIRCRAFT
1.1.
Context
For the purpose of this instruction, a Very Large Aircraft is defined as one falling within the
ICAO designation Code F, (wingspan 65-80 metres and a main wheel span of 14-16 metres),
or larger. Certain considerations also apply to aircraft within the ICAO designation E but
having a very long wheelbase (see paragraph 5).
The airfield infrastructure at Manchester Airport is designed primarily to comply with the
requirements for ICAO Code E aircraft, with certain areas meeting ICAO Code F or an interim
standard. Details of runway and taxiway characteristics are given at Part 1, Section 3 of this
manual.
Pavement widths and taxiway to obstacle clearances do not in many cases meet the
requirements for Code F aircraft. Furthermore, there are certain ultra-large types in service
for which there are no internationally agreed airfield design requirements. Whilst
movements of these types through the airport are not frequent, they can be expected to
visit from time to time on an ad hoc basis and therefore procedures to ensure their safe
handling are required.
Examples of the aircraft types in question are:
Aircraft type
Antonov AN124
Airbus A380
Boeing 747-8
Antonov AN225
1.2.
Length
69.1 m
72.8 m
76.4 m
84.0 m
Wingspan
73.3 m
79.8 m
68.5 m
88.4 m
ICAO Code
F
F
F
Unclassified exceeds Code F
Availability
Very Large Aircraft types will be subject to the same airport availability procedures as all
other types except that the Airport Authority (through the HAO) reserves the right to refuse
permission for a Very Large Aircraft to land or take-off, or to otherwise place constraints on
the timing of such movements. Such refusal or constraint may be necessary in order to avoid
causing unacceptable disruption to scheduled airport operations.
Airlines Operators wishing to use these types on services into Manchester Airport must be
aware that the airfield infrastructure does not in many cases meet the ICAO requirements
for Code F and larger types. Whilst the specific procedures set out in this instruction are
intended to facilitate limited frequency of movement by these types, it is a matter for airline
operators to consider the operating and safety implications and to ensure they have
approval for such operations from their respective regulatory body.
Airport Co-ordination Ltd must refer any slot requests for the aircraft types listed in the table
at 1.1 to the HAO for approval.

ASI 11 Page 1

Very Large Aircraft
2.
RUNWAYS
Both runways at Manchester meet ICAO Code E requirements. Paved shoulders are provided
and offer protection against jet blast erosion and ingestion by the outboard engines of very
large aircraft. The use of these runways by Code F and larger aircraft is acceptable provided
that the aircraft operator has certification from their respective regulatory body to operate
the type from such runways. There are no specific aerodrome or ATC procedures applying to
the use of runways by very large aircraft other than restrictions on the exit and entry points,
which may be used.
NB - AN225 departure on Runway 23R and arrival on Runway 05L should be avoided
whenever possible due to limited wingtip clearance and jet blast risk to 'The Airport' public
house garden abeam Link Juliet.
3.
TAXIWAYS
In order to minimise the risk of aircraft wheels straying off pavement or wingtip collision
with a fixed obstacle, the taxiway routings available to Very Large Aircraft are restricted as
set out below, with the exception of the A380 for which procedures are given at paragraph
6.
Movement
Arrival Runway
05L
Arrival Runway
05R
Arrival Runway
23L
Arrival Runway
23R
Depart Runway
05L
Depart Runway
05R
Depart Runway
23L
Depart Runway
23R
Routing
Vacate runway via Link M & J only.
Taxiway J - K - C - A D (N)
Vacate runway at any exit.
Cross 05L at DZ then route via D, or K - C - A - D
Must use W/Y loop and backtrack to vacate runway at any
exit.
Cross at DZ then route as for 05R arrival.
Vacate runway at AE or A. Route A - B - C - A D (N)
Route (N)- D - A - C - B - A
Enter runway for departure at A1
Route (N) - D - A - C - B (cross 05L) BZ - V - VD (backtrack
05R) W.
Enter runway for departure at Y1
Route D, (cross 23R) DZ.
Enter runway for departure at T1
Route (N) - D - A - C - K - J
Enter runway for departure at J1
4.
FURTHER CONSIDERATIONS
4.1.
Contingencies
Comments
B747-8 and Code E
types may use any
runway exit
AN225avoid 23R
departure wherever
possible.
Should any of the above routings not be available, alternative routings are to be agreed
between the ADM and the ATC Watch Manager, using the Level 3 HAZOPS (See Safety
Management Manual).

ASI 11 Page 2

Very Large Aircraft
4.2.
Constraints
The standard routings given in the table above have been derived by consideration of the
constraints on pavement widths, taxiway intersections and obstacles. The majority of
potential obstacles exist around the apron and terminal areas. Of particular concern are the
apron roadways, many of which lie within the Code E taxiway/ taxilane strip. With the
aircraft on the taxiway centreline, wingtips of Code F or larger aircraft will overhang
roadways. To ensure clearance from fixed obstacles, all aircraft must stay on the taxiway
centreline, and therefore to ensure the safety of vehicles on the roadways traffic will need to
be temporarily halted as a Very Large Aircraft passes abeam. The ADM will ensure that
Airfield Operations staff are positioned to warn and control road traffic accordingly. This may
involve an Operations vehicle driving alongside the wingtip as an 'outrider' - clearing traffic
off the roadway ahead.
Once clear of the apron areas there are few obstacles which present a hazard to Code F
aircraft. The AN225 is a special consideration and there is limited experience with this type at
Manchester. Whilst wingtip clearance exists from all fixed obstacles along the designated
routes the clearance margins are significantly reduced as compared with ICAO standards. In
many cases, aircraft stands adjoining the apron taxilanes must either be vacant or be
occupied only by small aircraft types whose tail lies outside the swept path of the AN225
wing. The clearance requirement to be applied is half-span + 20% of full span (44 + 9 metres
= 53 metres). Careful measurement of the available clearance must be made. A particular
concern also is the clearance from the perimeter fence abeam holding point J1, which is just
49 metres. For this reason, and to guard against jet blast hazard to the garden of the 'The
Airport' public house, use of Runway 23R for departure by AN225 types is best avoided.
4.3.
Special Actions
The ADM must ensure that the movement of Very Large Aircraft around the airport is
planned in conjunction with ATC and Airfield Operations staff.
Prior to arrival and departure of the aircraft the ADM is to discuss to procedure with the ATC
Watch Manager. This discussion will cover:
The runway to be used, the planned entry / exit link, taxiway routing, escorting of the
aircraft, parking stand and docking guidance.
The impact upon other airport operations whilst the movement takes place.
Any hazard analysis required (Level 3 HAZOPS).
The ADM will then brief the Airfield Operations staff on duty regarding the arrangements,
with particular emphasis on:
The requirement for a Follow-Me vehicle.
The requirement to warn or control traffic on the apron roadways, including use of an
'outrider'.
Parking and docking procedures.
The ADM, having measured or calculated the available clearance from taxilane to parked
aircraft, will brief Apron Control regarding any impacts the aircraft movement and parking will
have on the normal availability and capacity of aircraft stands.
The ADM will brief the OiC Fire Service on the planned arrangements for any particular
movement.

ASI 11 Page 3

Very Large Aircraft
5.
GROUND MANEOUVRING BY LONG-WHEELBASE CODE E AIRCRAFT

In the case of long-wheelbase Code E types such as the B777-300 and A340-600, pavement
widths at certain taxiway intersections and curves do not ensure adequate main wheel to
pavement edge clearance when normal cockpit-over-centreline steering techniques are
employed. This constraint can be mitigated by the use of judgemental over-steering, a
technique authorised by aircraft manufacturers and aided by the use of on-board cameras to
monitor the position of the aircraft landing gear. This technique is recommended to be used by
pilots of long-wheelbase Code E aircraft when manoeuvring on all taxiways of less than Code F
category.
6.
OPERATIONS BY AIRBUS A380 AIRCRAFT

Manchester Airport is available to scheduled passenger operations using Airbus A380 aircraft. It
is stressed that the airfield infrastructure currently at Manchester Airport does not in all
respects comply with ICAO / EASA requirements for aircraft designated as Code F, although
parts of the airfield are undergoing progressive upgrading to these standards. Where this is the
case, facilities are provided on the basis of the Common Agreement Document 2002 produced
by the A380 Airport Compatibility Group. In most respects the facilities offered for use by A380
are compliant with these. A full schedule of airfield characteristics assessed against Code F and
AACG requirements is included in the Operational Safety Case for A380 Scheduled Services,
and approved by the UK CAA.
Owing to the present limitations in the aerodrome infrastructure, the operation of an A380
through Manchester Airport will be subject to certain restrictions and special procedures.
Delays to A380s and other airport traffic are possible during ground movement between runway
and parking stand.
6.1.
Aerodrome availability and procedure overview

Facilities currently available for the A380 are limited and only three A380s would normally be
accommodated on the ground at any one time. This will be reviewed during times of significant
disruption and /or emergency scenarios by the ADM and a Hazard Analysis will be conducted
prior to any approvals.
An airline operator intending to divert an A380 into Manchester must notify the ATC Watch
Manager and/or the Airfield Duty Manager either directly or via their handling agent.
Notification at the earliest opportunity of the intention to divert will be beneficial in enabling
advanced planning and will help to ensure that the aircraft is not unduly delayed upon arrival.
Arrangements should be in place with a nominated Handling Agent to provide all required
ground support. In particular it is essential that a serviceable tow-bar and tug is available in
order that the aircraft can be pushed back from the parking stand.
6.2.
Runways available
Runway 05L-23R has a total paved width of 90 metres, comprising 45 metres full bearing
strength between edge-lights, plus 2 x partially load-bearing shoulder of 23 metres width.
Runway 05R-23L has a total paved width of 60 metres, comprising 45 metres full bearing
strength between edge-lights, plus 2 x partially load-bearing shoulder of 7.5 metres width.

ASI 11 Page 4

Very Large Aircraft
Outside of the paved shoulder is a further unpaved shoulder of stabilised grassland. A380
operations are certified to land on this type of runway.
A380s will generally operate through Manchester under the same segregated runway manner as
other aircraft.
6.3.
Taxiway routings available

Taxiway routings for the A380 are strictly limited by the requirements of main-wheel to edge of
pavement clearance, wingtip obstacle clearance, pavement loading and jet blast considerations.
Only the routings listed below are to be used.
Primary A380 routings are designed to ensure compliant adequate main-wheel to pavement
edge clearance on the basis of cockpit-over-centreline steering. On secondary A380 routings
pilots are advised that judgemental over steering techniques may be required at certain
taxiway intersections in order to ensure main-wheel to edge of pavement clearance is
maintained at 4.5 metres. A chart indicating the A380 routings is published in the UK AIP.
A380 GROUND MANOEUVRING
Movement
Primary Routing
Remarks
Arrival Runway
23R
Exit runway via Bravo, RET AE, AG, or

Alpha. Then via Taxiways Alpha, Bravo,
Charlie, or Kilo, and Delta to Stand 12 /
61/ 62.
Exit runway at Mike or Juliet. Route via
Taxiway Juliet, Kilo, and Delta to Stand 12
/ 61/ 62
Exit runway at VA or Tango. Route via DZ
(or FZ) to cross Runway 05L. Route via
Delta (or Kilo/Delta) to Stand 12 / 61/ 62
Pushback from Stand 12/ 61 / 62 to face
south, then taxi via Delta, Kilo, and Juliet
to J1 for departure.
Route via Delta (or Kilo/Foxtrot) to cross
23R, to hold at Tango 1.
Pushback from Stand 12/ 61 / 62 to face
south, then taxi via Delta, Kilo, Bravo, or
Charlie and Bravo, then Alpha to hold at
A2.
If required to wait for stand to

become available the aircraft should
be held at A3.
Arrival Runway
05L
Arrival Runway
05R
Departure 23R
Departure Runway
23L
Departure 05L
6.4.
Parking Stands
The parking stands to be allocated to A380s are Stand 12, 61 or 62.
Scheduled passenger A380 flights will be parked at Stand 12, Terminal 1. Stand 12 has a MARS
(multiple-choice centreline) layout. A380s will always park on the main centreline 12 using the
Safedock VDGS. Stands 12L and 12R are unavailable when Stand 12 centre is occupied by any
type.
Stand 62 will be used on occasions when Stand 12 is not available.

ASI 11 Page 5

Very Large Aircraft
The aircraft must be parked under marshallers instructions, nose-in on the centreline of the
stand using the stop mark A380. When using Stand 62, Stand 61 is unaffected, whilst Stand
63L is closed and Stand 63 Centre is restricted to aircraft with a wingspan of 60 metres or less
(B747-200/300 or B777-200 or A330-300). See Figure 1 for illustration.
6.5.
Turnaround arrangements
There is adequate space around the aircraft at Stand 12, 61 or 62 for all turnaround activities to
be performed and the clearances available comply with the latest MA stand design
characteristics, with the exception at Stand 62 only of the clearance between the port wingtip
and the adjacent airside road. This is 1.5 metres rather than the normal 4.5 metres but is
considered acceptable due to the height of the wingtip from the ground and the very low
frequency of the event.
Fuel hydrants are located in the pavement beneath both inboard engines. Stand 12 is equipped
with 4 x 90kVA Fixed Electrical Ground Power units at the head of stand. There is no FEGP at
Stand 62 and therefore handling agents must provide mobile ground power units as required
and/or the aircrafts Auxiliary Power Unit must be kept running. 2x 180kVA or 4 x 90kVA may be
required to power all on-board services. If sufficient mobile units are not available, the aircrafts
APU may be run during the turnaround.

ASI 11 Page 6

Airside Audits

ASI Owner
1.
FUEL AUDIT
A Fuel Audit will be carried out on those companies who store aviation fuel or who have
responsibilities for into plane fuelling at Manchester Airport, and will be checked for
compliance with CAP 748.
Those companies to be audited are as follows;
North Air - Air BP - Q8
MASHCO
Landmark Aviation
ASIG - Shell
As part of Manchester Airports Safety Management System there is a requirement to carry
out Fuel Audits on those companies handling, issuing or carrying out into plane fuelling or
de-fuelling.
Audits will be carried out on each company falling into the above category; the audit will be
conducted using the best practices of CAP 748 as the standard.
Where specialist knowledge is required to conduct a fuel audit then an accredited industry
expert will be appointed to conduct the audit in conjunction with Airfield Operations, Safety
and Compliance.
Any non-compliance found during the audit will be brought to the attention of the company
being audited and remedial actions with time scales will be agreed.
2.
TURNROUND AUDITS
Turnround Audits are carried out to assess Service Partners compliance with CAP 642 and
Local Airfield Standing Instructions.
Turnround Audits may be conducted both overt, where the auditor can clearly be seen
conducting the audit and covert, where the auditor would only make his/her presence
known on conclusion of the audit.
3.
OPERATORS, VEHICLE MAINTENANCE STANDARDS

Self Certification Audits are carried out annually by Manchester Airport Airfield Operations,
Safety and Compliance. MA will audit MA Motor Transport and those Service Partners who
are certified to apply for Vehicle Permits and carry out their own vehicle Safety Inspections.
Service Partners facilities, practices and procedures along with vehicle safety inspection and
maintenance records will be audited.
Information on poor performance may trigger a formal safety management system audit and
the Self-certifying stamp being removed.

ASI 12 Page 1

Airside Audits
Operators that are not Self Certified will be subject to audit to ensure compliance with MA
requirements on vehicle standards.
4.
DRIVER TRAINING AUDITS

A number of Service Partners are permitted to carry out their own driver training at
Manchester. After the employing company has trained a candidate, Manchester Airports
centre for Learning & Development must then test him/her and if successful a permit is then
issued.
Airfield Operations, Safety and Compliance will carry out audits on those Service Partners
who self train, to ensure compliance with MA requirements.
5.
AIRBRIDGE OPERATOR TRAINING AUDITS

Operators that are permitted to carry out their own Airbridge Operator Training at
Manchester Airport will be subject to audit by Airfield Operations, Safety & Compliance. The
audit will check for compliance with the requirements of the Manchester Airport Airbridge
Training Self Certification Operating Protocol.
6.
SERVICE PARTNER AUDITS

Service Partner Audits are conducted on those companies with staff having access airside, in
particular staff who have access to the apron area and may come into close proximity to
vehicles or aircraft.
The audit will check for compliance with the requirements of Manchester Airports Safety
Management System (SMS). Any non-compliance is brought to the attention of the Service
Partner and actions with timescales are agreed.
The audit outcomes will be recorded on ASAA Audit form, which will then be filed and
maintained for a period of 2 years.
7.
RAMP VEHICLE INSPECTIONS (CAP 642)

Refer to ASI 32.

ASI 12 Page 2

Safety Infringements

ASI Owner
1.
AUTHORITY
The authority to impose a strict airfield safety regime is derived from the Air Navigation
Order, the Health and Safety at Work Act, the Manchester Airport Bylaws and CAP 642,
Airfield Safety Management.
Manchester Airport (MA) employees can only issue a financial penalty.
2.
PRINCIPLES
Any fine imposed will be issued against the employees employer and not the individual
involved in the infringement.
Ignorance of rules is not an acceptable excuse.
Except where a situation is dangerous, or where there is cause to believe that a serious
violation may have occurred, airfield companies will be given a short time to rectify any
faults or spillages.
Any financial penalties will normally be directed at an airline or their nominated handling
agent with the expectation that they would wish to be aware of all violations associated
with their turnround, and that they will recover the costs from their contracted
companies.
For individual infringements, Manchester Airport (MA) may recommend a fixed financial
penalty. Additionally, a period of further training at the employers expense may also be
imposed.
Questions arising from individual infringements should be addressed to the Airfield Duty
Manager on ext 3331.
All grievances will be dealt with through the appeals process.
Details of the AOR will be recorded on the Airfield Incident and Infringement database
within 24 hours of the AOR being issued. An automatic email will then be generated to
the company contact informing them of the AOR details. If the company has not replied
within the 21-day period of the AOR being issued a reminder will be generated every 2
weeks by email using the same electronic process for a period of 2 months. If a response
is not received within 2 months, the Airfield Operations Administrator will then address
individual cases.
3.
THOSE INVOLVED
This policy applies to MAG employees, airlines, handling agents, and all other airfield
companies, including contractors, delivery companies, and to any individual temporarily
cleared to proceed onto the airfield.
4.
ENDORSEMENT
The principle of dealing with airfield infringements by means of a penalty scheme was
approved at the Apron Safety Committee on the 18 October 1999 and 24 January 2000.

ASI 13 Page 1

5.
AREAS COVERED
Statutory duty requirements (i.e. Health and Safety at Work Act 1974, the
Management of Health and Safety at Work Regulations 1992 (Regulation 3) The
Provision and Use of Workplace Equipment Regulations (PUWER).
Blocked aircraft stands
Blocked roads, clearways and walkways
Abandoned equipment
Failure to keep clean licensed and tenanted areas
Driving offences and poor driving standards
Operating unserviceable vehicles and equipment
Spillages
Evidence of poor company training standards
Failure to wear personal protective clothing and equipment
Unnecessary marshalling of aircraft
Pedestrian safety
Smoking in prohibited areas
Parking violations (vehicles and equipment)
Airbridge driving offences
The method of handling of the above malpractices, infringements and spillages, is covered at
Appendix A.
6.
PARAMETERS
The method of handling infringements is based upon past experience at Manchester, the
need for a deterrent to poor practice, and to have a system, which is fair, robust, and
practical, but one that provides a positive outcome in the provision of funding for Airfield
Safety Initiatives.
7.
APPEALS
The MA Safety Performance Committee will be the forum for the appeals process. The
minimum number of representatives will be 4 including the chairperson Airfield Safety
Assurance Manager or Head of Airside Operations or deputy. A representative of the
company appealing an AOR may attend the Safety Performance Committee meeting to
present their appeal.
Any appeal must be notified in writing to the Airfield Safety Assurance Manager within 7
days of the penalty being issued. Failure to do so will forfeit the right of appeal. Appeals will
be heard at the next meeting of the Safety Performance Committee. The decision of the
Safety Performance Committee is final.
8.
DISPOSAL OF FINES
Money accrued from infringement fines will be held by MAG in a separate account, for the
purpose of enhancing airfield safety.
Manchester Airports Finance Department and Legal Department using existing procedures
will recover unpaid fines from companies.

ASI 13 Page 2

9.
APRON SAFETY INITIATIVES AND ENHANCEMENTS

Suggestions for Apron Safety enhancements should be made to the Airfield Safety Assurance
Manager for inclusion in the agenda for the next Airfield Safety Strategy Group meeting.
Manchester Airport encourages all employees working on the airfield to take the initiative
and put forward suggestions.
10.
SCHEDULE & HANDLING OF INFRINGEMENTS
10.1.
Blocked Aircraft Stand

Any vehicles or equipment that has been incorrectly parked, or is deemed to be blocking
an aircraft stand, will be liable to a 50 fine and removal by Manchester Airport.
A deadline for removal will be agreed with the operator of the vehicle / equipment by
Should the deadline for removal pass, or the vehicle/equipment is required to be moved
in order to make the stand fit for use Airfield Operations will remove the
vehicle/equipment. The Operator will be informed and issued with an Airfield Occurrence
Report (AOR).
To release the vehicle/equipment from the enclosure the Operator will be required to
contact Airfield Operations on 0161 489 3331.
The release of the vehicle/equipment will be facilitated by Airfield Operations during a
period of time that will not impact on the day to day operation of the airfield.
A further charge of 50 for the operator will be incurred, on retrieval of the equipment.
This policy has been agreed by the Airfield Safety Strategy Group (ASSG).
10.2.
Blocked Road, Clearway, or Walkway

As above
10.3.
Abandoned Equipment
As above
10.4.
FOD
Manchester Airport will make every effort to identify the owner or organisation responsible
for the FOD when considering levying a 100 fine. When a Company has been identified they
will be requested by MA personnel to remove the FOD within 20 minutes. Failure to do so
will result in a 100 fine being levied.
In the event of MA personnel having to remove FOD posing an immediate threat to aircraft
safety, then a 100 fine will be levied against the Company responsible.

ASI 13 Page 3

Airlines are ultimately responsible for activities associated with an aircraft turnround. FOD
left on airbridges or stands, which cannot be identified, will be considered the responsibility
of the airline last occupying that stand and a 100 fine will be levied against them.
10.5.
Failure to Clean Leased or Tenanted Area

When Manchester Airport identifies an airfield-cleaning requirement within a leased or
tenanted area the Company concerned will be notified and a cleaning deadline agreed.
Failure to meet the deadline will result in a 50 fine. If, on safety grounds, Manchester
Airport has to effect the cleaning then a fine of 50 and any associated costs in cleaning the
area will be levied.
10.6.
Driving Offences and Poor Driving Standards

Example infringements are listed in Appendix A.
Where a perceived infringement has caused or threatened serious injury, caused or
threatened aircraft damage, then the driver must be stopped from airfield driving. A
Manchester Airport official and a manager or supervisor from the company concerned
should be summoned to attend. The drivers Airfield Driving Permit will normally be
confiscated pending an investigation. This action is taken not as a punitive measure but to
preserve the welfare and well-being of those involved in the incident. Where drink or drugs
are suspected or where the driver threatens violence, then he or she will be escorted
landside and their Security Pass will be confiscated. Further action will be agreed with the
Company concerned.
MA will maintain statistics on airfield apron incidents and make information available
through the monthly Airfield Safety Management Report.
Airfield Operations will regularly police the speed of vehicles. The employers of any driver
caught speeding will be subject to a 50 on the first two occasions within any six-month
period. However, if a driver is found to be speeding for a third time in the same period,
he/she will be suspended from driving for 7 days. The driving license will not be returned
until a written formal company response has been received by Airfield Operations.
10.7.
Operating Unserviceable Vehicles and Equipment

Should the Operator fail to comply with reasonable direction issued by the Company to
move vehicles or equipment that is either unfit to operate or defective, within the specified
time the Company may remove and store the equipment. The Operator will be charged a
removal fee of 50 per item or such other fee as the Company shall from time to time
publish.
The owner of any vehicle or equipment that is issued with a prohibition or improvement
notice will automatically receive a 50 fine.

ASI 13 Page 4

10.8.
Spillages
MA expects a proactive approach to good working practices that encourage all spillages to
be reported to LCC - Terminal Control ext. 3776.
All companies are to ensure that the spillage is kept to a minimum and contained.
In the event of a spillage not being reported the airline last occupying the stand will be held
responsible and a 50 fine levied against them.
Airfield Operations will investigate spillages from equipment or an aircraft and if found
negligent then the Company responsible will be levied a 50 fine.
Any costs associated with the clean up operation will be charged separately and is outside of
the Airfield Infringement Scheme.
10.9.
Evidence of Poor Company Trading Standards

When, through investigation, MA suspects the airfield infringements are caused by poor
Company training standards, MA will require that the individuals concerned undergo further
training. MA will monitor that training against a charge, which will be 50. If MA has to
undertake the training then the charge will be 50 plus costs. In the event of audits being
undertaken and there is evidence that training has not been completed in response to an
airfield incident or infringement, a 50 fine will be levied against that company.
10.10.
Failure to Wear Protective Clothing/Equipment

Any employee found on the apron, not wearing high visibility clothing (hi-vis) will incur a 50
fine which will be payable by their employer.
Exceptions will apply to VIP events or PR promotions etc., which will be permitted under
controlled conditions. However, a 50 fine will be levied against the organisers of such
occasions if the controlled procedures agreed with Airfield Operations are not adhered to.
NB - The requirement to wear hi-vis on the apron at Manchester Airport is mandatory.
The fact that the non-use of other items of personal protective equipment is not covered by
the infringement scheme in no way indicates that Manchester Airport supports the view that
it is acceptable to not use personal protective equipment.
Additionally it does not give employers and employees license to default on their legal
responsibilities for the provision and use of appropriate PPE under UK health and safety
legislation.
10.11.
Marshalling of Aircraft
A 50 fine will be levied against any company whose employee marshals an aircraft onto
stand whether from ground level or an airbridge. Marshalling is the sole responsibility of MA
Airfield Safety & Compliance Officers. The exception to this will be the Landmark Aviation
Apron.

ASI 13 Page 5

10.12.
Pedestrian Safety
A problem exists with employees walking across stands and on occasions, taxiways. When
starting or on completion of a shift employees should walk at the edges of the terminals or
piers to reach the next appropriate exit off the airfield.
Employees who walk across stands or taxiways in breach of the above will incur a 50 fine
against their company.
10.13.
Escorting of Passengers
Passengers whilst on the apron walking between the aircraft and terminal must be escorted.
Every effort must be made to protect passengers from vehicles, walking under aircraft wings,
beneath fuel vents, propellers, engines and aircraft under-carriage. The handling agent
should employ sufficient personnel or airline to ensure this is achieved.
In the event of the above not being complied with the Handling Agent and/or Airline will be
levied a 50 fine.
10.14.
Smoking in Prohibited Areas

Smoking is not permitted airside unless in the designated areas provided.
Electronic Smoking Devices
Manchester Airport recognises that employees may choose to use Electronic Smoking
Devices; Airside areas that are defined as strictly no-smoking areas will also apply to
Electronic Smoking Devices.
This is to avoid risks, from the use of Electronic Smoking Devices, being mistaken for actual
smoking products and leading to the belief that smoking is permitted in areas where it is
banned under current smoking legislation.
Any employee found smoking or using an Electronic Smoking Device in an airside
prohibited area will be subject to Manchester Airports Safety Infringement scheme and
could incur a 100 fine.
APPENDIX A
Examples of Driving Infringements:
Driving a vehicle with excess passenger numbers
Driving dangerously
Driving without due care and attention or without reasonable care for others
Driving whilst drunk or under the influence of drink, drugs, or intoxicating substances
Speeding
Ignoring road signs
Causing an obstruction
Failure to set the hand brake

ASI 13 Page 6

Using a vehicle, which fails to comply with braking, lighting, steering, or electrical and
exhaust requirements
Using a defective trailer
Insecure load
Failure to give way to an aircraft
Incursion on to the taxiway
Reversing on stand towards an aircraft, without a banksman
Using aircraft aprons as a road
Unnecessary crossing of stands
Blocking fuel vehicle exit route
Illegal vehicle unattended with engine running
Leaving vehicle unattended with engine running
Leaving removable ignition keys in an unattended vehicle (and not on stand for turnround purposes)
Failure to display driving lights or obstruction lights
Vehicle and equipment defects.
Leaking oil or water
Broken windows
Broken or missing rear-view mirrors
External damage, which could cause injury
Defective windscreen wipers and washers
Defective exhaust system
Tyres fail to meet DOT construction and use standard
Broken or defective guard rails
Broken or defective support jacks
Broken or defective lighting
Defective hand brake
Doors do not close properly
Defective towing mechanism
Defective load restraint mechanism
Defective indicators
Defective horn
No registration plates or vehicle equipment fleet identification
Using a mobile phone whilst driving
NB - This list is not exhaustive

ASI 13 Page 7

Aeronautical Weather Information

ASI Owner
1.
WEATHER OBSERVATIONS
Weather observations (METARS) at Manchester Airport are made by competent NATS ATC
staff in compliance with standard UK Met. Office Procedures and audited by the Met office.
2.
RESPONSIBILITIES
NATS are responsible for:
The provision of Met Observations using the Semi-Automated Met. Observing System
(SAMOS)
Submitting METARS to the Met. Office at H+20 and H+50 for inclusion in broadcasts
including the Volmet service
Ensuring that the ATIS (Dep & Arr) is broadcasting current information
The ADM is responsible for:
Monitoring actual and forecast weather conditions
Ensuring that accurate runway surface state reports are promulgated to the relevant ATC
Air Controller via RTF
Initiating the Airport response to Adverse weather
3.
WEATHER FORECASTS
3.1.
ATC
ATC is linked to the Meteorological Information Self Briefing Terminal (MIST). This provides
the following information:
METARS
TAFS
Low Level Weather
Airmets
Sigmets
Spot Winds
4.
WEATHER WARNINGS
ATC and Airfield Operations receive all standard Aviation Weather Warnings from the MET
Office directly.
Sigmet messages are received by ATC via the AFTN.

ASI 14 Page 1

Aeronautical Weather Information
4.1.
Distribution of airfield weather warnings

The ADM is responsible for the distribution of all Thunderstorm, Strong Wind and Gale,
Snow, Ice, Fog and Frost warnings amongst the wider airport community. Airfield weather
warnings will be promulgated to subscribers of the Weather Group by SMS text message.
Warnings will also be displayed on the message bar of the airport CHROMA FUSION system.
See also ASI 16 and ASI 17.
5.
WIND SHEAR
Wind shear reports will be disseminated by ATC according to the procedures in MATS, Pt.2.

ASI 14 Page 2


ASI Owner
1.
SCOPE
1.1.
States
Airfield Safeguarding
When the visibility and cloud ceiling is deteriorating and the IRVR is likely to fall to 800m or
less and/or the cloud ceiling is likely to fall to 300ft; ATC will Inform the ADM who will initiate
the safeguarding process as outlined in paragraph 2.4.2. The ADM shall inform ATC when
airfields safeguarding is- in place, in accordance with the LVP Process Flow Chart used by
Airfield Operations and NATS. Once all safeguarding is completed the airfield is then deemed
safeguarded.
Low Visibility Procedures (LVP)
Each LVP state requires specific actions to be taken. LVP Alert initiates these actions whilst
LVP cloud and LVP visibility introduce increased requirements. As a general principle, LVPs for
most personnel remain the same regardless of the exact state. However the action of ATC
and MA Airfield Operations personnel is governed by the precise state.
a)
b)
c)
LVP Alert IRVR 800m or less and/or cloud ceiling of 300ft or less
LVP Cloud IRVR 600m or more and/or cloud ceiling of 200ft or less
LVP Visibility IRVR 599m or less
2.
IMPLICATIONS OF LVPS
2.1.
Equipment
2.1.1.
Instrument Landing System

In order to provide the requisite additional protection for the ILS signals, the Localiser
Sensitive Area (LSA) is activated. The LSA extends 137m either side of the runway centre line
commencing at the ILS Localiser and extending the full length of the runway.
The LSA must be clear of aircraft, vehicles and other objects whilst landing traffic is within
4nm of touchdown. In order to achieve the latter requirement, the Category ll/lll holding
points are the closest point to the runway at which aircraft and vehicles can be held.
Additionally, certain routes will be closed to aircraft/vehicles. The process of protecting the
LSA from unauthorised entry is known as Safeguarding.
2.1.2.
Instrumented RVR
This is a requirement for operations in CAT ll/lll conditions.

ASI 15 Page 1

2.1.3.
Lighting
Approach and runway lighting appropriate to the conditions must be provided for all
operations including during LVPs. The following lighting is particularly important when
operating during LVPs and assists both pilots and drivers to know where they are in relation
to the runway and LSA.
2.1.3.1.
Stopbars
There are two types of stopbar in use. Each one having its own unique alphanumeric or
designator:
Runway Taxiway Holding Point (RTHP)
o Lit stopbars located at the outer edge of the LSA. These stopbars are in use H24
and provided to protect the LSA and against runway incursion. They provide a
ring of red around the runway and LSA.
Intermediate Taxiway Holding Point (ITHP)
o Lit stopbars are also provided at intermediate taxiway holding points (ITHP). In
IRVR 200 meters or less these stopbars are used to operate the block to block
system in which only one aircraft or vehicle is permitted within a block at any
one time.
2.1.3.2.
Runway Guard Lights (Wig-Wags)

Runway Holding point stopbars are supplemented by Wig-Wags (amber flashing lights).
Intermediate stopbars do not have wig-wags.
2.1.3.3.
Taxiway Centre Line and follow-me requirements

This lighting is normally green. However the section between the runway holding point and
its termination on the runway centreline is alternately green and amber lighting. This
indicates to pilots and vehicle drivers when they are within and when they are clear of the
LSA. During periods of Low Visibility Procedure, a follow-me vehicle will be provided over all
unlit portions of Manoeuvring Area.
All links leading on/off the runway have amber/green colour coded lighting.
2.1.3.4.
Runway Centreline
This is white but colour coded towards the end of the runway. At 900m from the end, the
lighting becomes alternate white/red and in the final 300m become red.
2.1.4.
Surface Movement Radars (SMR)

During Low Visibility, the SMR assumes particular importance in that it becomes the eyes of
the controller enabling ATC to see aircraft and vehicles moving on the manoeuvring area. To
assist ATC, vehicle drivers should drive on taxiway centrelines whenever possible.

ASI 15 Page 2

2.1.5
Aircraft Parking / Docking Guidance

When IRVR is 600 meters or less (LVP Vis) Safedock AVDGS may be withdrawn from use at
the discretion of the ADM and all aircraft are to be marshalled onto stand. The ADM will
place an advisory message to this effect on ATIS and CHROMA.
2.2.
Power Supplies
It is essential that there is a continuous power supply whilst aircraft are operating during
LVPs. In practice this means that in the event of a power failure, the standby system must be
available immediately (within one second), however standby generators cannot meet this
requirement.
Therefore during LVPs it is practice to use the standby generators and use the mains supply
as the standby facility. This changeover, if required, can meet the time criteria. In the event
that standby generators fail and power switches to the mains supply, operations should be
drawn to a close until such time as a suitable secondary power supply which can achieve a
one second changeover is restored.
2.3.
RUNWAYS
Runway 05L/23R is the better equipped runway in terms of ILS and lighting requirements
and therefore MA will revert to single runway Operations with the onset of an LVP Vis state.
However in an LVP Cloud state, departures from runway 23L will be permitted. When
operating in an easterly direction (05), the onset of any LVP state will require single runway
operations on runway 05L.
2.3.1.
Aircraft Movement Restrictions - LVP Vis State

Runway 23R - Aircraft are to enter at Link J only and may vacate via either Link BD, Link
AE, or Link A
Runway 05L - Aircraft are to enter at Link A only and may vacate at Link J only.
2.3.2.
Aircraft Movement Restrictions - LVP Cloud State

Landing aircraft may vacate at any available exit
Runway 23L Departures - As per normal operations
Runway 05L Departures - Enter only at Link A
Runway 23R Departures - Enter only at Link J
2.3.3.
Movement Rates
Due to the above requirement to keep the LSA clear during aircraft landings, together with
the reduced visibility from the ATC Visual Control Room, it is inevitable that there will be a
significant reduction in aircraft movement. Typically the expected movement rate will be
around 24 per hour but could be less than this in poor visibility conditions.
ATC will also experience increased difficulty in the expeditious movement of vehicular traffic.

ASI 15 Page 3

2.4.
Responsibilities and Procedures

A significant number of personnel are involved in a range of actions which must be
completed before the airfield can be deemed to be safeguarded, prior to the LVP Alert
status being applied. The various actions are listed below.
The chain of command is important here and those responsible for cascading information
and those personnel to whom specific actions are delegated must report back when actions
are completed thereby ultimately enabling the ADM to be assured that the airfield is
safeguarded.
The ADM is then in a position to assure the ATC Watch Manager that all arrangements are in
place and CAT II/ lll approaches may then commence.
2.4.1.
ATC Watch Manager

The ATC Watch Manager is responsible for:
a) Notifying the ADM when Safeguarding action is required
b) Informing the ADM when the LVP state changes
c) Selecting the appropriate AGL setting on the AGL panel for LVPs.
d) Determining and communicating appropriate aircraft flow rates to the ADM.
e) Operating a block to block system on the manoeuvring area when the IRVR falls below
200m
f) Terminating LVPs
g) Notifying the ADM when all LVPs are cancelled
h) Operating in accordance with the MATS Part ll LVPs
i) Communicating LVPs via ATIS.
NB - Communication with the ADM may be via telephone or Channel 1.
NB - NATS will incorporate these MA requirements into their ATC specific MATS Part ll
document.
2.4.2.
Airfield Duty Manager

When informed by ATC that Safeguarding action is required, the ADM is responsible for
taking the following actions:
a) Completing the LVP Supplementary Action List.
b) Removing all contractors from the manoeuvring area (unless specific procedures have
been agreed between MA and the Contractor enabling continuation of work in a secure
area).
c) Securing all access and crash gates (except west and north gates), with assistance from
Airside Security.
d) Closing the gates across Perimeter Road at B1C sub-station.
e) Closing the gates across the Perimeter Road.
f) Activate LVP Signage at:
Airside Operations Centre
STD 61R Head of Stand
South Side Fire Station (via RFFS Watchroom).

ASI 15 Page 4

g) During LVP Vis provide a Follow Me for the areas below:
Light Aircraft TATON
General Aviation Apron (Landmark Aviation)
STDs 100/101
Taxiways Papa and Quebec
Charlie 2 to Delta 3 (follow me available if required)
Delta to Romeo radius (follow me available if required)
Any temporarily diverted taxiway centrelines without lighting provision.
h) Notifying the ESTM or when conditions determine that two personnel are required in
vehicles operating on the manoeuvring area (i.e. LVP VIS).
i) Ensuring Airside Security Team Managers have activated LVP signage at the Service Yard
Pedestrian access routes T1, T2 & T3.
2.4.3.
Vehicle Drivers
When informed by the ADM that LVP procedures are in force, ALL Vehicle Drivers are
responsible for:
a) Restricting manoeuvring area movements to those which are essential for the safe
operation of the airport. Line Supervisors/Manager (and in the final analysis the ADM)
will determine whether or not vehicle movements are deemed necessary.
b) Exercise particular care at uncontrolled taxiway crossing points.
c) Compliance with the Free Ranging restrictions in accordance with the table below.
d) When in doubt about LVPs or whether they remain in force check with the ADM, and not
ATC.
e) NOT crossing illuminated RED stopbars.
f) Reporting any unserviceability of equipment, signs or lighting to the ADM without delay.
g) Ensure 2 Manchester Airport R permits are present when essential access to the runway
is required whenever LVP is in force. With the exception of MAN RFFS responding to an
emergency.
h) Ensuring all free ranging drivers drive on the left hand side of the taxiway centreline to
avoid an oncoming collision with another free ranging vehicle.
2.4.4.
RFFS
After a dynamic risk assessment and consultation with ATC and the ADM, the RFFS may
request to relocate North RFFS crews from the North Fire Station forecourt to a more
forward holding point on the airfield, in order to reduce RFFS response times.
2.5.
Equipment Failures
2.5.1.
SMR
In the event of an SMR failure, the LVP Cloud state is not permitted, in the event minima
meets the requirements for LVP Cloud, LVP Vis procedure will be adopted.

ASI 15 Page 5

2.5.2.
Aerodrome Lighting
In the event of any lighting unserviceability or deficiency, the ADM is to be informed
immediately.
Informing/ensuring that LCC (Live Communications Centre) is aware of the problem.
Contacting the ESTM to ascertain the exact nature of the lighting deficiency.
Informing the ATC Watch Manager of the deficiency, agreeing the implication for aircraft
operations and determining what actions are to be taken.
Taking necessary actions to enable continued operation of the aerodrome in the
prevailing conditions.
Promulgating any operational changes without delay via RTF, (ATC), ATIS and NOTAM.
State
Weather
minima
Runway
Ops
Normal
Operations
IRVR >800m, and
Cloud ceiling
>300 feet
Easterly Dual
Westerly - Dual
Driving
Free-ranging
privileges permitted
LVP (Alert)
LVP (Cloud)
LVP (Visibility)
IRVR 800m
and/or Cloud
ceiling 300 feet
Easterly Dual
Westerly - Dual
IRVR 600m and

Cloud ceiling
200 feet
Easterly Single
Westerly - Dual
IRVR 599m
Easterly Single
Westerly Single
*Residual
Westerly
departures
permitted in dual.
Free ranging is restricted. Point-to-Point clearances only.
Exception: Free Ranging permitted for OPS/SCARECROW/
RANGER/LEADER/MAN RFFS when responding to an
emergency.

ASI 15 Page 6

Thunderstorms
ASI Owner
1.
OBJECTIVE
To set out the procedures to be followed in the event of Thunderstorm activity.
2.
WEATHER INFORMATION AND READINESS

The Airfield Duty Manager maintains a general awareness of weather prospects by
monitoring the prevailing weather Forecasts.
The MET Office will issue a Thunderstorm Warning directly to the ADM when forecast
weather conditions present a significant risk of thunderstorm activity in the vicinity of
Manchester Airport. Such warnings may be valid for up to 24 hours although may give little
notice of the arrival of storms. The ADM will issue a warning to the airport community if
thunderstorm conditions are apparent in the vicinity of the airport even if no warning has
been issued by the MET Office.
The ADM will promulgate the Thunderstorm Warning via SMS, and the same warning will
appear on the message bar of CHROMA FUSION. The Airfield Liaison Manager and
Emergency Planning Manager are responsible for maintaining an up to date current list of
recipients.
Thunderstorms represent a hazard to airport operations due to the potential for:
Lightning bolts striking aircraft, vehicles, buildings or persons
Very heavy rain or hail
Poor visibility
Strong gusty winds
Wind shear
Airframe and engine icing
Interference with radio transmissions and compasses
Electrical outages
3.
PREVENTATIVE ACTIONS BY AIRPORT STAFF

Owing to the potential hazards prevalent during thunderstorms, certain preventative
measures should be taken.
Of particular note is that handling agents will avoid the use headsets during pushback.
Essentially this means that ATC will avoid issuing non-standard pushbacks when
Thunderstorm Warnings are in force. The ADM will notify the ATC WM when a
thunderstorm warning has been issued to the airport community.
Strong/Squally Winds - Measures the same as those outlined in ASI 17, which should be
adopted.
All companies operating airside should regularly review the risks arising from thunderstorm
activity on their operations and ensure that policies, risk assessments are documented
procedures are in place. These should be made available to MA upon request.

ASI 16 Page 1

Strong Wind & Gale Plan

ASI Owner
1.
DEFINITION OF WIND CONDITIONS

Strong Wind - Mean speed 24+ kts
Gale Force Wind - Mean speed 34+ kts
Severe Gale Force Wind - Mean speed 44+ kts
Storm Force Wind - Mean speed 52+ kts
Violent Storm Force Wind - Mean speed 60+ kts
2.
NOTIFICATION
The MET Office issue Strong Wind and Gale Warnings direct to the ADM.
3.
RESPONSE ACTIONS
Implementing the 'internal' notification procedure by issuing an SMS Call Informer
Message of all gale and strong wind warnings to key airside users on the controlled
distribution list maintained by the Emergency Planning Manager and Airfield Liaison
Manager. The same warning will appear on the message bar of CHROMA FUSION.
Instigating inspections to ensure that the possibility of FOD blowing on the movement
areas is minimised
Instigating inspections to ensure that apron equipment is secured and parked
appropriately in order to minimise the possibility of such equipment blowing on to
persons, aircraft or vehicles
Ensuring that any construction contractors in airside areas take appropriate action to
secure equipment and materials, as well as lowering cranes etc when appropriate
Instigating inspections to ensure aircraft are adequately chocked and/or tied down to
prevent weathercocking. Particular attention should be paid to aircraft parked in
exposed parts of the airfield, i.e. TATON and head of pier stands.
Handling Agents and other ramp staff are responsible for:
ULD's to be checked to ensure they are correctly racked with stops' raised. Stowing
ULD's on Weldwork Trailers will not normally be acceptable. Where possible towing
EMPTY ULD containers should be avoided during strong winds
Steps must be fully lowered and, where possible, turned into wind with stabilisers down
and brakes ON
Ensuring that all covers on trucks and trailers are lashed down
Ensuring that parked steps have stabilisers down and brakes on
Check that all equipment is correctly parked in designated equipment parking areas and
secured
Removing any items of litter or debris that are likely to constitute a FOD Hazard to
aircraft.

ASI 17 Page 1

Strong Wind & Gale Plan
Aircraft Engineers are responsible for:
Ensuring aircraft are fully chocked and the parking brake reset at regular intervals in
accordance with company and aircraft manufacturer requirements.
The EDM is responsible for:
Ensuring that, should the warning also include the possibility of severe rain/flooding, the
impact upon water, power, gas supply services and effluent disposal is assessed and
likely implications passed to the TDM & ADM.
Airfield Control is responsible for:
Informing LCC - Terminal Control on 3776 requesting and ensuring that all out of use
airbridges are retracted, lowered to their lower limits and parked correctly with shutters
down and doors closed. Follow-up inspections will be undertaken by Airfield Operations
personnel.
4.
NON-STANDARD PARKING OF AIRCRAFT

Parked aircraft may sustain damage to control surfaces or may risk ground-swinging
('weathercocking') in strong wind conditions. It will be for airlines and aircraft engineers to
determine whether it is desirable to park any particular aircraft facing into the prevailing
wind.
When this is the case the relevant operator must contact MA Airfield Control on ext. 3695
and make this request. Aircraft must not be re-positioned without approval from the Airfield
Duty Manager.
The ADM will consider the practicality of non-standard parking and will consult with Airfield
Control should any possibility of impact on taxiway strips and adjacent stands be suspected.
Permission to park non-standard will be given by the ADM. If necessary the ADM will discuss
requirements with the operators representative. Aircraft will not normally be allowed to
park non-standard under their own power but will require to be re-positioned by a tug after
arrival and disembarkation. Likewise, aircraft parked non-standard into wind will not
normally be permitted to self-manoeuvre off stand due to the hazards posed by jet blast,
particularly on pier-served/contact stands.

ASI 17 Page 2

Aircraft Pushback Procedures

ASI Owner
1.
GENERIC CONDITIONS AND PROCEDURES

The following conditions apply to all pushbacks:
Manchester Airport M driver permit must be valid prior to any aircraft pushback.
Pilots must inform Air Traffic Control (ATC) if they do not have communication with the
Pushback Crew. In cases where communication does not exist, a non-standard pushback
will not be issued.
Ground crew to confirm with Flight Deck that the aircraft and pushback crew are fully
ready to complete a safe procedure, prior to the pushback request.
When a pushback instruction includes a Tug Release Point (TRP) marked on the ground.
Jet aircraft must ALWAYS be on the taxiway centreline and released at the relevant TRP
unless instructed otherwise by ATC.
All tugs should be equipped with a serviceable, switched on, CTCSS Capable base radio
and an up-to-date copy of the latest pushback procedures which includes the current
Manoeuvring Area Map.
Propeller aircraft are subject to special consideration, and as such, are not to be towed
forward, with the exception of Flybe Q400 aircraft and their contracted handling agent.
Any information given as part of the pushback instruction that relates to the direction in
which an aircraft must be facing (for example "facing west gate security") is applicable to
the aircraft, not the pushback tug.
Any information given as part of the ATC pushback instruction that relates to the
position of an aircraft relative to a stopbar (for example 'behind stopbar Juliet 4') is
applicable to the aircraft and the pushback tug.
Any information given as part of the pushback instruction that relates to the position of
an aircraft relative to a tug release point is applicable to the nose wheel of the aircraft
only.
The procedures provided herewith cover all designated stands, including subsidiary Left
and Right centrelines.
Positive confirmation must be made between the aircraft commander, headset
operative and pushback tug driver as to any specific details of a non-standard pushback
instruction prior to commencing the push.
No change to the pushback clearance will be made by ATC once the pushback has
commenced.
The tug driver must monitor the Ground frequency to ensure pushback clearance has
been given by ATC, and that the instructions have been relayed correctly by the pilot.
Any changes to the Manchester Airport standard pushback procedures will be agreed by
the Pushback Working Group and MA Ground Services Manager and published as soon
as possible. Any revision change will be notified on Chroma Fusion information bar.

ASI 18 Page 1

Aircraft Pushback Procedures
2.
HEAD SETS
Mandatory for ALL pushbacks.
Exceptions:
Not to be used during thunderstorm warnings, as notified on Chroma Fusion information
bar.
Pushback may continue if head set becomes unserviceable after pushback request, ATC must
be advised. Standard IATA hand signals must also be used.
3.
CROSS BLEED STARTS

Cross-bleed starts must not be carried out on stands due to excessive noise and jet blast
hazard. Cross bleed starts may only be carried out on a suitable taxiway or taxilane, and
then only with the express permission of the ADM. For all cross bleed starts, ATC must
consult the Airfield Duty Manager on telephone number +44 (0)161 489 3331 for approval.
4.
STAND-SPECIFIC PROCEDURES
Stand-specific pushback procedures are published by MA Operations in the form of a table
showing the stand and the specific manoeuvre to be followed for that stand, with variations
according to jet or prop aircraft type where applicable.
These specific procedures comply with the generic rules given elsewhere in this Instruction.
When a revised table is produced it will be promulgated electronically by email to an address
list of relevant parties, and also via the MAG World site. It is essential that all organisations
involved in pushbacks ensure that they are in possession of the current revision and confirm
receipt to the MA Ground Services Manager.
5.
POWER-BACK MANOEUVRES
Aircraft are not permitted to reverse off stands using engine power except in unusual
circumstances. When an aircraft arrives with a known unserviceability which will prevent a
push-back, the Airline and/or Ground Handling Agent must advise Airfield Control in
advance, and the aircraft must park side on or nose-out at a remote stand. Where
unserviceability of the aircraft or ground equipment, unknown at the time of arrival occurs,
which means that there is no other way to get the aircraft off the stand, Airfield Control and
ATC must be advised well in advance so that Airfield Operations can attend and supervise
the safety of the surrounding areas.

ASI 18 Page 2

Fixed Electrical Ground Power

ASI Owner
1.
PROCEDURES FOR USE OF FEGP

Once the aircraft is parked the ground mounted pantograph (crocodile) unit may be pulled
out towards the aircraft and the cable plugged into the aircraft's external supply socket. A
reasonable amount of slack cable should be left between the socket and the pantograph
bucket.
For an airbridge-mounted unit, the cable may only be lowered and attached once the
airbridge has been docked onto the aircraft and switched into auto-level mode. Attempts to
use FEGP prior to this may stop the airbridge from working. Similarly, the FEGP must be
disconnected before the airbridge can be removed from the aircraft on departure.
Certain remote stands have a unit stored below ground under a cover which 'pops-up'. Care
must be taken to ensure that the unit is correctly stowed back under the cover before the
aircraft departs.
Before being able to draw power from the FEGP, the individual user will need to swipe their
valid ID card through the card reader on the control panel, which is usually located adjacent
to the FEGP or on the airbridge. Once swiped the light on the card reader should flash
red/green. Whilst the card reader is flashing and the unit is connected to an aircraft the
individual user may operate the system by pressing the start button to activate the FEGP. If,
however, the user has not connected the FEGP to the aircraft and activated the FEGP within
approximately 5 minutes of swiping their card, then the user will have to swipe their card
again to allow use of the FEGP. Once the system is activated this will assign the supply to a
particular user and record the levy.
When the user has finished drawing power the FEGP needs to be de-energised by pressing
the stop button on the control panel (same locations as for powering up).
Should the user attempt to use the FEGP without using the swipe card first then no power
will be able to be drawn. Also should any unauthorised users attempt to swipe their card
then no power will be able to be drawn and the card number logged. It is imperative that
when an updated ID is issued that the ID is also updated at the Permit Office to ensure
access to FEGP system is maintained.
If the FEGP fails to operate it must be reported immediately to LCC - Terminal Control on
3776 stating time, stand number, aircraft type and registration number along with the fault.
Queries and ID authorisations are handled by:
Tony Wild
Permits Controller
Pass Office
Telephone 0161 489 3479

ASI 19 Page 1

Fixed Electrical Ground Power
2.
USE OF MOBILE GROUND POWER UNITS (GPUs)

Only if the FEGP is unserviceable or incompatible should a mobile GPU be used. Constantly
running GPUs can cause high noise levels on the apron; are an additional obstruction to free
movement around a parked aircraft and, if poorly maintained, may deposit oil spillage on the
stand. When the use of mobile GPUs is necessary the following procedures are to be
observed:
GPUs are to be used in a manner consistent with necessity and must be shut down
when not required
Ground Power Units are to be parked so that they can be driven 'away' from a running
engine and not towards the engine
Operators are to ensure, when GPUs are in use, that the connection cable between the
GPU and the aircraft is routed, so that as far as is reasonably practicably, it does not
present a trip hazard to persons
Operators are to ensure that the GPUs are maintained so that they do not present a
safety or environmental hazard (i.e. emissions). In addition, all associated cabling must
be adequately shielded.
3.
AUXILIARY POWER UNITS (APUs)

Aircraft APUs generate high levels of noise and significant fumes. The noise of an APU can
mask the sound of approaching vehicles.
It is the responsibility of Airlines and Aircraft Handlers to ensure that APUs are used in a
manner consistent with necessity and for the absolute minimum time necessary to meet the
operational needs.
4.
28 VOLT CONVERSION UNITS

There are 23 x 28 volt conversion units placed on various stands around the apron. These
units are used to convert the 400Hz ac supply to a 28Volt dc supply for smaller aircraft.
To operate these units they must first be connected to the 400Hz FEGP system, and then the
FEGP is activated in the normal way. The 28 Volt connections can then be made with the
aircraft and the unit started.
Upon completion the unit should then be switched off at the FEGP and the plug withdrawn
from the aircraft.

ASI 19 Page 2

Aviation Fuel Management

ASI Owner
1.
MANAGEMENT OF INSTALLATIONS
The aviation fuel installation, comprising (but not limited to) the receipt and storage facility,
apron pipeline network and stand hydrants are owned and operated by Manchester Airport
Storage and Handling Company (MASHCO); a consortium made up of Exxon Mobil, Shell, Air
BP and Q8.
The Operation and Management of the aviation fuel installation is carried out by Exxon
Mobil on behalf of MASHCO. An Operations Manager is on call H24 for the fuel storage
depot and the site is also manned 24/7.
2.
FUEL STORAGE, QUALITY AND DELIVERY

Details of fuel and availability at MA are found in the UK AIP. JET A-1 is stored at the Fuel
Farm in tanks on the West Side of the airport. JET A-1 does not contain Fuel System Icing
Inhibitor additives. AVGAS (100LL) is not available from fuel suppliers.
MASHCO are responsible for the quality of fuel supplied to the apron pipeline and hydrant
network. At all times, fuel grade and quality must meet the specification fit for use in aircraft
and in accordance with the requirements of the Air Navigation Order (ANO) and CAP748.
JET A-1 is delivered from the storage facility by pressurised hydrants at all pier-served
terminal stands and most remote stands, from which a hydrant service vehicle may uplift the
fuel to aircraft. Fuel is supplied to aircraft by various suppliers. Fuel may also be delivered
to aircraft directly by tanker bowsers (although limited).
Any potential disruption to the normal supply of aviation fuel must be notified to the airport
management immediately in writing by the quickest means.
3.
SAFETY PRINCIPLES
The fuelling of aircraft will normally be carried out in the open air and is only to be carried
out in Areas approved by the Airport Company.
Only personnel that have been suitably trained and assessed as competent may carry out
aircraft fuelling.
Fuelling areas will be sited to avoid bringing fuelling equipment or aircraft fuel tank vents to
within 15 metres of any building other than those parts constructed for the purpose of direct
loading or unloading of aircraft.
Refuelling vehicles are not to approach aircraft until the aircraft engines have stopped and
anti-collision lights have been switched off.
Refuelling vehicles should endeavour to be parked so as to enable freedom to exit the area
in the event of an emergency. This is more essential for tankers.

ASI 20 Page 1

All personnel engaged in refuelling procedures are to ensure that serviceable fire
extinguishers are available.
All personnel engaged in refuelling procedures are to be aware of the method of summoning
the Airport Fire Service.
Vehicles and equipment must not be parked under any part of the aircraft during refuelling,
with the exception of refuelling equipment.
Replenishment of aircraft oxygen systems is not to take place when fuelling is in progress.
Refuelling should not take place when there is an electrical storm within 5km of Manchester
Airport.
4.
FUELLING ZONE PROCEDURES

During fuelling operations, air and fuel vapour are displaced from the aircraft tanks through
vent points, which are usually situated at the aircraft wingtips. This presents a hazard of fuel
vapour being ignited. For this reason, additional rules are required within an area known as
the fuelling zone.
A fuelling zone is established when aircraft fuelling operations are in progress, extending at
least 6 metres radially from the aircraft filling and venting points and from any part of the
fuelling vehicle and equipment including hoses.
Particular requirements must be adhered to in the fuelling zone as below:
All personnel must avoid any activity involving the risk of fuel vapour ignition. These
include smoking, use of naked lights, operation of electrical systems and activity creating
sparks from exposed iron or steel studs on footwear or from tools or other equipment or
vehicles.
Vehicle engines must not be left running in the fuelling zone. This includes Ground
Power Units (GPUs). Hot vehicle exhausts are a major hazard and are prohibited inside
the fuelling zone.
Non-intrinsically safe equipment, including portable electronic devices (PEDs), such as
mobile telephones, pagers, radios and any other electronic or electrically operated
equipment are prohibited. The use of Flight Safe Mode on PEDs does not make the unit
intrinsically safe. Therefore, these items are not to be used in the fuelling zone.
Only authorised persons and vehicles are permitted within the fuelling zone and the
number of these should be kept to a minimum.
Airlines must ensure that passengers do not enter the fuelling zone whilst embarking or
disembarking passengers. Baggage and passenger reconciliation checks must be carried
out away from the fuelling zone.
Aircraft Auxiliary Power Units (APUs), which have an exhaust efflux discharging into the
fuelling zone, should, if required to be in operation during fuelling, be started before
filler caps are removed or fuelling connections made. APUs must not be switched on
during any refuelling operation.
Photographic flash bulbs or electronic flash equipment must not be used within 6 metres
of the fuelling equipment or any filling or venting points of the aircraft.
The airline or aircraft operator should ensure that all personnel working on the inside of
the cabin, hold or equipment compartment of the aircraft are made aware that fuelling
is taking place.

ASI 20 Page 2

If the Fuelling Overseer considers that a hazard exists, refuelling should be stopped
immediately until conditions permit resumption.
5.
BONDING AND GROUNDING AIRCRAFT AND FUELLING EQUIPMENT

It is essential that aircraft, fuelling vehicles and over-wing nozzles, where applicable, should
be electrically bonded together throughout fuelling operations to ensure that no difference
in electrical potential exists between the units.
Bonding is to be maintained until all hoses have been disconnected or tank filler caps
replaced.
6.
FUELLING WITH PASSENGERS ON BOARD

Normally, passengers should always be disembarked prior to the commencement of aircraft
fuelling. Commencement of fuelling is defined as connection of the bonding clip.
Completion is defined as when the bonding clip has been removed.
In circumstances where it is not possible to complete fuelling without passengers on board,
airline operators of fixed wing aircraft may allow passengers to embark, disembark or remain
on board during fuelling operations. Airlines are required to develop their own safety
procedures in such circumstances, to manage the risks associated. Suggested guidance
includes the list on the following page.
Cabin attendants, passengers and other relevant staff to be warned that fuelling will take
place and that they must not smoke, operate electrical equipment or other potential
sources of ignition.
The aircrafts NO SMOKING signs to be switched on together with sufficient interior
lighting to enable emergency exits to be identified.
The Fasten Seat Belts sign must be switched off and passengers are to be briefed not to
fasten their seatbelts.
Provision should be made via at least two of the main passenger doors (or main
passenger door plus one emergency exit when only one door is available), preferably at
opposite ends of the aircraft, for safe evacuation in the event of an emergency.
Throughout the fuelling operation these doors are to be constantly manned by a cabin
attendant.
Designated escape doors to be on the opposite side of the aircraft to the fuelling activity.
Fuelling not to be permitted on both sides of aircraft.
Whenever an exit with an inflatable escape slide is designated to meet the requirements
in the above paragraph, the ground area beneath that exit and the slide deployment
area must be kept clear of external obstructions.
Ground servicing activities and work within the aircraft, such as catering and cleaning
must be conducted in such a manner that they do not create a hazard or obstruct aircraft
exits.
Inside the aircraft cabin the aisles, all exit areas and exit access areas must be kept clear
of obstructions.
The ability of any passenger to effect a rapid evacuation from the aircraft, most
particularly those whose mobility is impaired, is to be taken into account.

ASI 20 Page 3

7.
FUELLING WITH ENGINES RUNNING

Refuelling with engines running is only permitted in the following circumstances:
Aircraft or helicopters engaged in casualty evacuation procedures
Search & Rescue Helicopters
Air Ambulances
Military and other aircraft engaged in fire fighting
It is the responsibility of the fuel supplier to have a written agreement with the operator on
procedures to be used by all parties during such an operation.
8.
FUELLING AND DE-FUELLING IN HANGARS

Fuelling activities inside hangars are only permitted in circumstances where it is not possible
for the operation to take place in the open air. Any such activity is to be risk assessed and
carried out in accordance with the fuelling companys procedures.
Under no circumstances is fuelling or de-fuelling of AVGAS to take place inside any hangar or
any other building.
The Airport Fire Service is to be in attendance, positioned outside the building.
9.
FUEL SPILLAGES
The procedures to be used in the event of a fuel spillage are detailed in ASI 21.
10.
RESPONSIBILITIES
The aviation fuel installation managers are responsible for:
Ensuring compliance with the Air Navigation Order, CAP748 and all other relevant
statutory and regulatory requirements relating to the handling and storage of bulk
aviation fuels.
Ensuring that the grade and quality of fuel product meets the required specification at all
times.
Notifying the airport company about any potential disruption to the normal supply of
aviation fuel immediately in writing by the quickest means.
The aviation fuel suppliers are responsible for:
Ensuring compliance with the Air Navigation Order, CAP748 and all other relevant
regulatory requirements relating to the handling of aviation fuels and the fuelling of
aircraft.
Ensuring that at all times, the fuel delivered to aircraft meets the required specification,
including the grade and quality of fuel product.
Ensuring that refuelling tanker bowsers and refuelling equipment access and exit from
the aircraft stands as highlighted in the Stand Plans.
Training and competence of refuelling operatives.
Ensuring that all vehicle drivers possess a HGV Class 1 driving licence.

ASI 20 Page 4

11.
AUDITS
Organisations that store, dispense or handle aviation fuel at MA will be subject to audits of
this activity to ensure that they comply with the relevant legislative requirements. An
appropriately qualified person from or on behalf of Manchester Airport will carry out this
audit. The audit report will be made available to those being audited together with any
recommendations of changes that may be required to procedures or equipment. In
addition, audit reports may be made available to the Civil Aviation Authority or other
regulatory bodies.
A reasonable time will be given to remedy any shortcomings found by the audit but the
Airport Company reserves the right to withdraw permission for the facility or fuelling activity
to continue if it is found to be dangerous or if remedy to the shortcoming is not completed
within the agreed reasonable time.
Consortium member companies of MASHCO carry out their own safety audit annually.
Airline customers typically undertake fuelling audits once or twice per year.

ASI 20 Page 5

Spillages
ASI 21 Spillages
ASI Owner
1.
Environment Manager
INFORMATION
Spillages of fuel, oil, de-icing chemicals, toilet effluent or any other chemical have the
potential to cause pollution of local watercourses and can also cause health and safety
impacts.
2.
PENALTIES
If you dont act, and pollution occurs, you could be prosecuted by the Environment Agency.
Failure to report a spillage will also lead to an Airside Infringement Notice from MA Airfield
Ops.
3.
GENERAL RESPONSIBILITIES
All Managers are responsible for ensuring that
tanks, bowsers and storage facilities for fuel, oil, de-icing chemicals, toilet effluent
and any other chemical are fit for purpose and properly maintained (including all
pipes and dispensing equipment);
staff have been given appropriate training in the use of equipment to reduce the risk
of spillages
their staff know and understand what to do in the event that they cause or discover
any kind of spillage
All Airside Personnel, regardless of employer are responsible for: reporting any spillage
which they cause or discover without delay. Providing information and where possible
assisting in preventing the spill from entering the water drains.
4.
PROCEDURES
If you cause or find a spillage of oil, fuel, toilet effluent or any other material you should
therefore carry out the following actions:
If possible, you should take all measures to clean it up and to stop it entering any drain.
You should report it so that MA can arrange for it to be cleaned up to prevent it entering
surface waters.
Contact: Airfield Control on 0161 489 3331
You should provide as much of the following information as possible:
Location of the spill
Material spilt
An estimate of the amount spilt
Who or what caused the spill
Whether it has entered any drains.

ASI 21 Page 1

Spillages
MA can assist in cleaning up the spillage and will recharge the company causing it for all
costs.
5.
FURTHER INFORMATION
This can be obtained from the MA Environment Department from
environment@manairport.co.uk

ASI 21 Page 2

Waste Disposal

ASI Owner
1.
Environment Manager
INFORMATION
Any company that generates waste of any description has a legal responsibility to ensure
that it is stored, transported and recycled or disposed of in a controlled way that does not
harm the environment.
There are particular restrictions on the storage, handling and disposal of hazardous wastes
and international catering waste.
MA provides recycling and waste disposal facilities for many companies on site and is
responsible for ensuring that our waste contractor and relevant waste treatment facilities
and disposal sites are properly licenced.
2.
RESPONSIBILITY
If you produce or handle any waste at all at work, then you are legally responsible for
ensuring that it is disposed of correctly.
3.
PROCEDURES
You should ensure that you understand what waste you produce and that it is
deposited correctly into MA waste and recycling facilities or your own company
facilities.
The annual Duty of Care survey should be completed and returned to the
Environment Department
All staff using the compactors should be trained in their safe operation;
Waste should be segregated for recycling
Waste is put into waste containers to prevent FOD from being generated

ASI 22 Page 1

Waste Disposal
MA provides facilities for the recycling or disposal of the following types of waste from
airfield activities:
Aircraft cleaning waste
General waste
Oil cans
Recycling
Hazardous Waste
This can only be deposited in the compactors at West Gate as

there are special restrictions on catering waste from NonEuropean airports.
All other general waste should be put in MA compactors and bins
and not into FOD bins.
Line maintenance oil cans should be put into the wheelie bins on
head of stand.
Many materials can be recycled including paper, card, plastic
bottles, glass bottles electrical equipment, batteries, fluorescent
tubes, wooden pallets and scrap metal.
MA does not generally provide facilities for the disposal of service
partners hazardous wastes such as waste oil, oil filters, oily rags,
solvents etc. You should ensure you are aware which materials
are hazardous, provide and use appropriate storage and arrange a
separate contract for its disposal.
Misuse of MA facilities, through contamination of the recycling containers or from fly tipping
waste brought in from home will lead to recharge of the costs and potentially prosecution.
4.
CONTACTS
Further information on recycling and waste disposal

ASI 22 Page 2

Aircraft Washing

ASI Owner
1.
Head of Airside Operations & Environment Manager
APPROVED WASHING LOCATIONS

In order to prevent pollution of local rivers and streams, the detergent and water used in
aircraft washing needs to be contained. For this reason the washing of aircraft, vehicles and
equipment is restricted to the following locations where special drainage systems are
installed:
Remote stand 61L (Max Aircraft size A330-300) and 86
The northern apron attached to the Thomas Cook Hangar
NB - The washing of vehicles and equipment in landside areas is also restricted to designated
locations.
2.
APPROVAL
Any organisation/person requiring to wash an aircraft must obtain permission from the MA
Airfield Control In the event that washing can be approved, a location is to be allocated by
Airfield Control and an agreed time slot on the washing bay allocated.
3.
FREEZING CONDITIONS
Airfield Control may refuse permission to wash aircraft when freezing conditions exist or are
forecast. This is necessary to prevent apron-icing hazard.
4.
ON THE BAY
Washing must be carried out in such a manner as to ensure that run-off does not escape the
drainage channels. Upon completion of the wash the aircraft should be removed to an
alternative stand as soon as possible to free up the washing bay for other users, unless
approval has been given for the aircraft to remain there.
5.
DRY WASHING
'Dry washing' (without use of water) of aircraft is not currently permitted at any location
other than those listed in paragraph 1 above.
Any airline or handling agent wishing to undertake dry washing must first agree a
methodology with the ADM and MA Environment Department, and conduct a trial before
receiving permission.
6.
ENGINE WASHING
Engine washing may be carried out on stand where all wash waters are captured and removed from
site for disposal.

ASI 23 Page 1

Push & Park Procedure

ASI Owner
HEAD SETS
Mandatory for ALL Pushbacks, Aircraft Tows and Push and Park.
Exceptions:
Not to be used during thunderstorm warnings, as notified on Chroma Fusion information bar.
1.
OBJECTIVE
Push & Park, Push & Hold, are two operating efficiency procedures which may be used in the
event of a departing flight having an ATC slot delay. Either procedure may enable the aircraft
to vacate the stand according to schedule once boarding and loading is completed.
2.
TERMINOLOGY & DEFINITIONS

Push & Park is the procedure whereby an aircraft is pushed from its boarding stand and repositioned on to a remote stand such that it may await ATC slot time and depart from the
remote stand without requiring a further pushback.
Push & Hold is the procedure whereby an aircraft is pushed back from its boarding stand,
engines are started, and the aircraft taxies to a remote airfield location (not a stand) to await
the ATC Slot time for departure.
3.
PUSH & PARK PROCEDURE
3.1
Applicability
Push &Park may be used to enable an on time pushback for a departing flight that has an Air
Traffic Flow Management (ATFM) delay in excess of 15 minutes. Due to the fixed taxi out
times of 20 minutes, this procedure is applicable where the Calculated Take-Off time (CTOT)
is 35 minutes or more, later than Scheduled Time of Departure (STD). The flight must be
boarded and closed-up ready for pushback at STD.
3.2
Procedure
If initiated by the Ground Handling Agent (GHA) a call must be made to Airfield Control to
request Push & Park. GHAs are not to contact ATC at this instance.
Airfield Control will advise ATC of the intention to Push & Park a flight, giving details of the
aircraft operator, aircraft type, registration marks, current stand and Push & Park allocated
stand.
Airfield Control will confirm to the GHA that Push & Park procedure has been arranged.

ASI 24 Page 1

ATC will ensure that all relevant VCR staff are aware of the Push & Park manoeuvre.
When the flight is closed up the Flight Deck must call Ground Movement Planning (Delivery)
to confirm aircraft fully ready. A final assessment will be made by ATC based on aircraft
movement demand at the time, before confirming to the Flight Deck that the Tug Crew can
call Ground Movement Control (Ground)
Tug Crew will call ATC on Ground Movement Frequency (UHF Channel 1) for clearance to
Push & Park the aircraft, giving Airline and aircraft type information, current stand and
destination stand.
Example: Ground, Tug 71, request clearance to Push & Park a Thomson Boeing 787 from
Stand 207 to Stand 235, Nose-out
4.
PUSH & HOLD PROCEDURE
4.1
Applicability
Push & Hold may be used to enable an on time pushback for a departing flight that has an
Air Traffic Flow Management (ATFM) delay provided the aircraft can hold at the published
Push & Hold points with APU operating in readiness for an improved Calculated Take-Off
time (CTOT). The flight must be boarded and closed-up ready for pushback at STD.
5.
General
Pushback may continue if head set becomes unserviceable after the manoeuvre has started.
Ground crew to confirm with the Flight Deck that the aircraft and pushback crew are fully
ready to complete a safe procedure, prior to the pushback and tow request.
commenced.
When towing an aircraft no vehicle and/or equipment is to be escorted by following the
aircraft on tow.
Certain stands at Manchester have been configured specially so as to facilitate the safe selfmanoeuvring of aircraft, up to a stated size, from a side-on or nose-out position onto the
taxiway. These are:
Stand
Max
Position
Remarks
aircraft size
231
A320
Nose out
MA Airfield Operations presence required to control
road traffic for taxi, and check for FOD or jet blast
hazards.
80
B747-400
Nose out
MA Airfield Operations presence required to control
road traffic for taxi, and check for FOD or jet blast
hazards.
100
B737-300
TaxiConventional manoeuvre off this taxi-through stand.
through
No safety man or Airfield Operations presence
required.

ASI 24 Page 2

101
B737-300
Taxithrough
Taxiway Golf
A320 /
B737H
B747-400
On
Centreline
Nose facing
south
Taxiway
Quebec
(Stand 63
side-on).
Conventional manoeuvre off this taxi-through stand.

No safety man or Airfield Operations presence
required.
Conventional manoeuvre from this location. No

safety man or Airfield Operations presence required
Additionally, the following taxiway locations may be used as Remote Holding Locations.
Taxiway
November
abeam Stand
86
RET VC @
VC1
Taxiway Golf
abeam Stand
58
B747-400
Nose facing
south
DH8-400 /
E195
B737-900 /
A321
On
centreline
On
centreline
Any runway
Departure from Runway 23L only. TORA 2504 metres.

Any runway
For push and park at apron locations a tug is to be used to reposition the aircraft from its
pier stand to the push and park stand. For nose-out positioning the aircraft is to be reversed
into position so that the nose of the aircraft (not the nose-wheel) is clear of any roadway or
taxiway strip. To guide the tug crew a nose-wheel stop mark designated Nose-Out is painted
on the centreline and applies to all aircraft types, up to the maximum size aircraft type
declared for the purpose of push and park.
Once the aircraft has been positioned, the ground crew should ensure the stand area is clear
of FOD, equipment and obstacles. If necessary ground crews should contact Airfield
Operations for assistance.
5.1
Pushing to Apron Areas

When aircraft are pushed to apron areas, the following procedures are to be followed:
Aircraft should have the parking brake set. Some operators require the aircraft to be
chocked. In such cases, the Handling Agent should advise the flight crew the aircraft has been
chocked on arrival at the push and park stand. This can be done via the headset
communication system, or using recognised hand signals. The ground crew must be satisfied
the flight deck understand the aircraft has been chocked. The use of chocks is prohibited at
remote holding locations or on taxiways.
If the aircraft has been chocked, an engineer or ground crew member must be present for
engine start at apron locations.
Start-ups are to be conducted only after Airfield Operations has inspected the stand and the
surrounding areas for equipment and personnel who may be affected by jet blast. ATC must
receive positive confirmation from Airfield Operations that the stand is clear.

ASI 24 Page 3

This procedure does not apply to remote holding locations. If necessary, Airfield Operations
will protect the apron road system for taxi-off.
Pilots are to call for start-up as per normal published procedures but to state clearly to ATC
on first call that they are parked nose-out. Upon receipt of taxi clearance aircraft may taxi
directly off stands using minimum breakaway power.
When aircraft are assigned to a REMOTE HOLDING LOCATION for Push and Hold, the aircraft
will be expected to start engines and taxi to the holding location. Ground crew presence is
not required for subsequent start-up and manoeuvring.
There is no requirement to contact Airfield Control or seek approval for towing manoeuvres
within the confines of Western Maintenance Facility (the controlled landside portion of
Faireys Apron). Similarly, there is no requirement for approval to undertake towing
manoeuvres within the confines of the Executive Jet Apron & Hangar B.
Organisations specifically Handling Agents involved in towing aircraft should only use the
call-signs allocated to their organisation in accordance with the table below: Allocated Tug Call-signs
Tug 1 to Tug 15
Tug 16 to Tug 19
Tug 20 to Tug 49
Tug 50 to Tug 59
Tug 60 to 89
Tug 90 to 94
Tug 95
Tug 96 to 98
Tug 99
Tug 100
Tug 101 to 110
Tug 111 to 120
Organisation
Swissport
ASIG Ground Handling
Menzies Aviation
World Flight Services
Swissport
Monarch Airlines Engineering
Air Livery
Thomas Cook Engineering
Landmark
Manchester Airport
dnata
Aviator
It is the responsibility of each organisation to ensure individual call-signs are not used
simultaneously by another tug or operative. An adequate system must be in place to ensure
call-signs are allocated to a specific tug.
The pre-fix Tug may only be used by vehicles designed specifically for pushing and towing
aircraft. It should not be used by any other vehicle.
Operational enquiries may be directed H24 to the Airfield Duty Manager (00 44 161 489
3331). NB - See also Aircraft Towing procedures in ASI 25

ASI 24 Page 4

Aircraft Towing

ASI Owner
1.
PROCEDURES
HEAD SETS
Mandatory for ALL pushbacks, Aircraft Tows.
Exceptions:
Not to be used during thunderstorm warnings, as notified on Chroma Fusion information
bar.
Pushback may continue if head set becomes unserviceable after pushback request, ATC must
be advised. Standard IATA hand signals must also be used. (See special condition below)
Special condition: for towing aircraft in/out of hangar ONLY.
For aircraft positioning for engineering requirements, with no engine start up required. The
mandatory use of Head set may be substituted with the mandatory use of direct, radio
communication between the tug driver and the brake operative in the aircraft cockpit.
Ground crew to confirm with the competent person on the Flight Deck, that the aircraft and
pushback crew are fully ready to complete a safe procedure, prior to the pushback request.
commenced.
Before commencing an aircraft tow, the operative responsible for undertaking the tow must
contact Airfield Control on telephone number 0161 489 2384 to obtain approval. Airfield
Control will either approve or decline the request to tow.
If approval to conduct the towing manoeuvre is granted Airfield Control will verbally state
the destination stand or parking facility the aircraft is to be parked on. The operative should
then read back the designator provided in order to ensure the information has been correctly
received, e.g. Operative read back:
Tow Approved ABC Airlines Boeing 757-200 Stand 86 Right
Tow Approved XYZ Airlines Boeing 737-300 Engine Test Bay
If permission is refused the towing manoeuvre must not be undertaken.
On receipt of approval, the aircraft may be towed to the destination stand or parking facility
subject to the receipt of a positive ground movement clearance from Air Traffic Control on
UHF Channel 1.

ASI 25 Page 1

Aircraft Towing
On arrival at the destination parking stand, the operative should verify the aircraft has
been parked in the correct location with reference to any visual aids available, e.g. stand
number signs, surface painted designators, etc. The operative should then contact Airfield
Control on the same telephone number to confirm the aircraft has been fully parked,
quoting the designation of the stand or parking facility, e.g.
ABC Airlines B757-200 has been parked on Stand 86 Right
XYZ Airlines B737-300 has been parked in the Engine Test Bay.
In order to ensure the movement and positioning of all aircraft can be achieved safely, this
procedure applies to the following towing manoeuvres: Tows between all aircraft parking stands
Tows to and from the Engine Test Bay Facility (or open field location)
Tows to and from Faireys Apron and the Western Maintenance Hangars
Tows to and from the RRS Apron (including the Hangar building)
Tows to and from TATON parking areas (Weight Limitation of 10 tonnes)
Tows to and from taxiways temporarily designated for aircraft parking
There is no requirement to contact Airfield Control or seek approval for towing manoeuvres
within the confines of Western Maintenance Facility (the controlled landside portion of
Faireys Apron). Similarly, there is no requirement for approval to undertake towing
manoeuvres within the confines of the Executive Jet Apron & Hangar B.
Organisations specifically Handling Agents involved in towing aircraft should only use the callsigns allocated to their organisation in accordance with the table below:
Allocated Tug Call-signs
Tug 1 to Tug 15
Tug 16 to Tug 19
Tug 20 to Tug 49
Tug 50 to Tug 59
Tug 60 to 89
Tug 90 to Tug 94
Tug 95
Tug 96 to Tug 98
Tug 99
Tug 100
Tug 101 to Tug 110
Tug 111 to Tug 120
Organisation
Swissport
ASIG
Menzies Aviation
World Flight Services
Swissport
Monarch Airlines Engineering
Air Livery
Thomas Cook Engineering
Landmark Aviation
Manchester Airport
dnata
Aviator
It is the responsibility of each organisation to ensure individual call-signs are not used
simultaneously by another tug or operative. An adequate system must be in place to ensure
call-signs are allocated to a specific tug.
The pre-fix Tug may only be used by vehicles designed specifically for pushing and towing
aircraft. It should not be used by any other vehicle.
Operational enquiries may be directed H24 to the Airfield Duty Manager (00 44 161 489
3331).

ASI 25 Page 2

Airbridge Operation

ASI Owner
1.
TYPES OF AIRBRIDGE
Avio
Jetway
Team
2.
AIRBRIDGE TRAINING/VALIDATION and TESTING

An application to the Manchester Airport Learning Hub for the issue of an Airbridge Permit is
subject to the applicants successful completion of a theoretical and practical assessment,
including a multiple choice knowledge test.
Training and validation of airbridge operators will be carried out by Manchester Airport
Group authorised Handling Agent or Airline representative.
The Operator must use the airbridge training material provided by MA contained within the
Manchester Airport Airbridge Operators Training Manual. Additional material maybe added
to the MA training manual, but is not permissible to remove any of the content.
Manchester Airport Group will conduct the operator knowledge test. The test will check the
underpinning knowledge of airbridge operators to ensure full training has been completed.
Trainees must successfully complete this test before a permit is issued.
3.
AIRBRIDGE OPERATOR PERMIT

Personnel who have successfully completed the required training, validation and knowledge
test and have been issued with an Airbridge Permit may only operate Manchester Airport
Airbridges.
The permit is valid for 3 years subject to re-validation. The permit holder must only operate
airbridges that they have been specifically trained for.
In circumstances where, an Airbridge Operator is involved in an aircraft incident, Airfield
Operations may remove the operators permit pending investigation. MA reserves the right
to suspend the licence for a specified period pending retraining and assessment, or to
withdraw the licence altogether.
4.
AIRBRIDGE PERMIT ISSUE

Manchester Airport Group will issue individual Airbridge Operators Permits and equipment
keys. MA or their nominee will issue an Operators permit on production of and in reliance of
a Permit Application document signed by a certified validator demonstrating successful
completion of an Airbridge Operators Validation and on completion of an Airbridge
Operators Knowledge Test.

ASI 26 Page 1

Airbridge Operation
Airbridge Permits and airbridge keys remain the property of Manchester Airport Group and
need to be returned by the company on cessation of the key holders permit.
5.
GENERAL INFORMATION
For further details regarding Airbridge permits training and/or Airbridge validation contact
the Manchester Airport Learning Hub.
Manchester Airport Learning Hub
Telephone
Fax
Email
6.
0161 489 5790

0161 489 5787
learninganddevelopment@manairport.co.uk
MAINTENANCE
MA Asset Management is responsible for carrying out the following:
Weekly Safety and Operational check on all airbridges.
A scheduled planned preventative maintenance (PPM) regime in line with original
equipment manufacturers (OEM) recommendations.
A 24/7 response to breakdown reports within 10 minutes from receipt of call.
Airbridge manufacturers agents carry out independent annual inspections and provide a
comprehensive report for each airbridge.
NB See ASI 17 Strong Winds and Gales.
7.
POSITIONING OF AIRBRIDGE CANOPIES

The Working at Height Regulations 2005 requires that the risk of fall is eliminated
wherever possible. Deployment of the canopy so that it fully meets the aircraft fuselage
ensures this risk is eliminated and the term of the regulation complied with.
Operational airbridge canopies must be deployed to their full extent around aircraft
doorways as originally intended.
Any unsafe positioning of airbridge canopies may be subject to MAs Airfield Safety
Infringement Policy.

ASI 26 Page 2

Aircraft Turnround Management

ASI Owner
1.
GENERAL
Under the Health & Safety Executives guidance document HSG209 Aircraft Turnround,
aviation industry partners are recommended to apply common minimum standards to
turnround procedures at all UK airports.
The Manchester Airport Generic Aircraft Turnround Plan describes the activities involved in
an aircraft turnround process and the points for consideration at each stage.
Safety must be the primary consideration of everyone working airside. It requires constant
vigilance, attention to procedures and alertness to potential hazards. Airside Safety is of
paramount importance and all of us have a vital part to play in ensuring that the aerodrome
is as safe as we can possibly make it.
The Apron Area represents a shared workplace and demands the co-operation of all
employers who share the area under UK Health & Safety Legislation.
There are 3 key things that need to be done by employers to protect employees health and
safety working within the airside environment:
Co-operate and co-ordinate with other employers.
Control your contractors
Assess and control the risks to other people from your activities and inform them of any
risks still left.
If there is co-operation and co-ordination between all employers sharing a workplace then
everyones legal obligations can be met. Good co-operation and co-ordination is vital where
employers share a complex and dynamic workplace.
Any individual(s) not adhering to these procedures detailed within this instruction maybe
liable to an infringement under the Airfield Infringement Scheme. See ASI 13.
2.
COMPLIANCE WITH LEGISLATION

MA requires all organisations and personnel operating in Airside Areas to comply with the
relevant legislation below:
Air Navigation Order.
1954 Manchester Airport Byelaws.
Health and Safety at Work Act 1974.
Management of Health and Safety at Work Regulations 1999
Health and Safety Consultation with Employees Regulations 1996
Safety Representatives and Safety Committees Regulations 1977
The Noise at Work Regulations 1989
CAP 642 Airside Safety Management
HSG 209 Aircraft Turnround

ASI 27 Page 1

3.
PASSENGER HANDLING
Passengers are generally unaware of the dangers around them and are therefore particularly
vulnerable to risk on the apron. They must always be closely supervised and contracts
between the Airline and Handling Agent will need to take this requirement into account.
It is the responsibility of the Airline and/or the Handling agent to:
Take full care of passenger safety during the embarkation and disembarkation of
passengers.
Supervise passengers at all times when they are between the Terminal interior and the
Aircraft interior.
Guide and control the movement of passengers when walking on the apron so that
aircraft engines, aircraft refuelling procedures or other airside activities do not endanger
them. Passenger routes must not pass below aircraft wings, beneath fuel vents or close
to engines propellers or rotors of any aircraft on the apron.
Ensure that they do not mix with passengers from other arriving or departing flights.
Passenger Ideal Guidance Systems (PIGS) and traffic cones can be used as an aid but must not
replace the requirement for passenger supervision. PIGS are to be deployed by the person
responsible for the control of passengers and the centre of the PIGS should be positioned
approximately one metre away from the aircraft wingtip and the chains / barriers extended
to both the front and rear steps.
4.
HIGH VISIBILITY CLOTHING

All personnel must wear a high visibility waistcoat, jacket or equivalent when airside and
outside of any building. This includes staff walking to and from workplaces airside.
Airside access will be denied at security if this requirement is not adhered to.
When worn, the waistcoat or jacket must be properly fastened to provide maximum
prominence to the front and rear of the garment.
High visibility clothing must be manufactured to the recognised British Standard BS EN 471.
Further guidance on high visibility personal protective equipment is available from the Health
and Safety Executive (HSE). Please refer to their document L25 1992, titled Personal
protective equipment (PPE): high visibility clothing for airport workers available from the
HSE website at www.hse.gov.uk
5.
AIRCRAFT DOORS
Aircraft cabin and hold doors can be hazardous when open as a fall from either could result
in serious injury.
Airfield Operations recommends that no aircraft door(s), either for the hold or cabin, are left
open without the appropriate service equipment positioned correctly. If opening a door from
inside an aircraft, personnel must have received confirmation that the appropriate
equipment is in position before opening the door. Furthermore, personnel inside an aircraft
must allow sufficient time for those outside the aircraft to retreat a safe distance from the
door before it is opened.
All organisations are responsible for ensuring that suitable and effective measures are taken
to prevent individuals from falling from aircraft doors.

ASI 27 Page 2

The floor of the aircraft in the immediate vicinity of the cabin or hold door must be kept
clear of hazards that could cause an individual to slip, trip or fall.
6.
USE OF HANDRAILS
It is a legal requirement as part of the Working at Height Regulations that all Personnel must
use equipment supplied (including safety devices) following training and instruction.
Working at height means a person is undertaking a task at a height where he/she could be
injured by falling, even if it is at or below ground level.
Working at Height Regulations require all employers to do all that is reasonably practicable
to prevent anyone falling a distance that could result in injury. The employer must assess the
risks involved with any activity at height and where the risk cannot be avoided, introduce
control measures commensurate with the risk.
Where the employer provides safeguards for preventing falls from height, for example
handrails and/or harnesses, there is a legal duty on the employee to use those safeguards.
7.
POSITIONING OF EQUIPMENT
Equipment must not be pre-positioned on apron stands prior to the imminent arrival of an
aircraft such that it could cause an obstruction and/or damage to an aircraft.
Equipment must not be left unattended on a stand area or Inter-stand Clearway.
A passengers route around the wing is not to be obstructed and as such, the numbers and
positions of all vehicles in the vicinity of the aircraft must be considered, along with the
location of the rear of stand road system.
Ensure that when an aircraft arrives on stand, all emergency exits are kept clear of handling
equipment until external means of evacuation have been put into place.
8.
GROUND POWER ATTACHMENT & CHOCKING OF AIRCRAFT

Chocks must not be pre-positioned or placed within the immediate vicinity of arriving aircraft
as these present a trip hazard.
All airside personnel who are associated with the application of chocks and ground power of
aircraft arriving onto stand must not approach the aircraft until the engines have been shut
down and the anti-collision lights turned off.
After aircraft engines have shut down and the anti-collision lights are off, operatives should
only approach the aircraft from the front to ensure their personal safety when chocking
aircraft.
Chocks must be placed before any other turnround activity may take place.

ASI 27 Page 3

Exceptions:
It is acknowledged that where an aircraft has an unserviceable APU, it may be exceptionally
necessary to keep an engine running whilst ground power is connected. This is a nonstandard situation requiring procedures to be used following an assessment of the additional
risks.
Aircraft departing from airbridge served stands must remain chocked until the airbridge has
been fully removed from the aircraft and is in its parked position.
9.
CHOCKING OF SERVICE VEHICLES

All vehicles that are involved in the servicing of an aircraft and that are parked within 2
meters of an aircraft should be chocked. The only equipment exempt from this are pushback
tugs connected to an aircraft, any vehicle fitted with an inter-locking device and any vehicles
that use manual or hydraulic stabilisers.
Manchester Airport is endeavoring to minimise the risks of aircraft and/or personnel being
damaged/injured by unsecured ground service equipment.
Any operator who does not wish to chock their service vehicles during aircraft servicing must
provide the Head of Airside Operations with a suitable and sufficient risk assessment to
substantiate their reasons.
10.
VEHICLE MANOEUVRING AND/OR PARKING UNDER AIRCRAFT WINGS

Manoeuvring and/parking aircraft under an aircraft wing presents a safety hazard; for
example should an aircraft vent any fuel. It also impinges on the safe separation distance
between vehicles and aircraft and raises the potential for an incident/accident.
Only vehicles that have an operational requirement to park under an aircraft wing may do so.
Examples of such vehicles might include those of aircraft refuellers or aircraft maintenance
companies.
All other vehicles must manoeuvre at a safe distance from aircraft wings.
11.
USE OF BANKSMAN WHEN REVERSING

The dangers of reversing on apron areas are heightened because of a relative lack of
manoeuvring space.
All service vehicle operators and their operatives are to adopt a procedure of using a
banksman to provide external guidance when reversing a vehicle on the apron.
All dual or multi-crewed vehicles operating on the apron area must use at least one of the
crewmembers as a banksman.
Airfield Operations is aware that not all vehicles operating on the apron are dual or multicrewed.

ASI 27 Page 4

Therefore, all organisations that operate vehicles with a single crewman are required to
provide the Head of Airside Operations with a thorough risk assessment for the reversing of
their vehicles.
12.
INTER-STAND CLEARWAYS
Inter-Stand Clearways (ISCs) are a common feature on aprons at international airports in the
UK and overseas. They are intended to indicate, by way of ground markings, the lateral
extent of an aircraft stand and a clear route by which vehicles involved with aircraft
turnround activity or Emergency Response may transit between the front and rear of a
parked aircraft. The Speed limit of 5mph applies to all Inter Stand Clearways.
Clearways are especially important for provision of an unobstructed route for access of
emergency vehicles and egress of fuelling vehicles.
The ISC is delineated by a saw tooth white line each side, similar to the markings indicating
the approach to a pedestrian crossing on a public road. The width of the ISC is 6 metres and
its positioning allows a minimum of 1-metre buffer from the wingtip of the largest span
aircraft type using the stand. The ISC will extend from the head of head or equipment area to
the rear of stand roadway or taxiway strip lines, whichever is applicable.
The Inter-Stand Clearway must at all times be kept clear of parked, unattended equipment.
ISCs are not intended to be used to pre-position vehicles and equipment awaiting aircraft
arrival. Misuse of ISCs will be treated as a safety occurrence and recorded as such by MA
A number of clearways have been installed with zones that have been marked in red.
The red zone area of the Inter-stand clearway delineates an area that must be kept clear of
any obstacles when aircraft are manoeuvring on or off an adjacent stand. The red zone
provides suitable clearance from an aircraft wingtip when parking on an adjacent stand
Vehicles / Equipment transiting or left unattended in the red zone whilst an aircraft is
manoeuvring on or off an adjacent stand could cause a wingtip collision. Drivers may pass
thoroughly the red zone area of an Inter-stand clearway as normal when aircraft are not
manoeuvring on or off adjacent stands
The driving or parking of vehicles / equipment in the red zone whilst an aircraft is
manoeuvring on or off an adjacent stand is subject to Manchester Airports Infringement
Scheme.
13.
MARSHALLING OF AIRCRAFT
The personnel of Airfield Operations are the only individuals authorised to marshal an
aircraft.
If a member of flight crew asks or signals for guidance from a person not employed by
Airfield Operations it must be disregarded.

ASI 27 Page 5

Marshalling is provided where no other form of guidance is available or where VDGS is
unserviceable or not calibrated for the aircraft type.
There may, at times, be a short delay before an individual from Airfield Operations arrives
but on no account must any ground personnel attempt to marshal an aircraft onto stand.
14.
VISUAL DOCKING GUIDANCE SYSTEMS (VDGS)

SAFEDOCK AVDGS is currently employed to guide aircraft to the correct parking position on
all contact stands and some remote stands.
SAFEDOCK will be operated solely by Ground handling agent staff, and must only be
operated by personnel who have received formal training and are deemed competent to
carry out this task.
Ground handling agent staff will activate this system, having checked that the stand is safe
for aircraft to park.
A swipe-card at the reader device is located at the head of stand. By swiping a card, handling
agent staff are confirming to Airfield Control that the stand has been checked and judged to
be safe for an aircraft to use.
15.
WINGTIP CLEARANCES OF AIRCRAFT UNDER TOW

All tug drivers are reminded that it is their responsibility to ensure adequate wingtip
clearance is maintained whilst towing or pushing an aircraft.
Any permission given by Air Traffic Control to tow an aircraft must not be taken as an
assurance that wingtip clearances are guaranteed on either taxiway or apron areas.
All tug drivers must therefore remain vigilant at all times when towing or pushing an aircraft.
16.
EMERGENCIES ON THE AIRFIELD

The telephone number in case of emergency is 2222.
In the event of an emergency there should be no assumption by any party in the vicinity of
an aircraft that the emergency services have already been alerted.
During an incident on stand a precautionary evacuation using the normal means of
disembarkation may be more desirable to the aircraft commander than an evacuation using
emergency slides.
Operators and handling agents are responsible for ensuring the availability of equipment
that will facilitate a normal disembarkation.
All airside personnel are to remain clear of incidents and accidents, whether involving
aircraft, vehicles or equipment unless their attendance is specifically requested or required
by the Incident Management Team. The incident/accident Commander will determine when
normal operations can be resumed.

ASI 27 Page 6

Inbound aircraft declaring an emergency will be parked on a remote stand after landing, even
if the incident has been stood down.
17.
HEAD OF STAND SAFETY BOARDS

Head of Stand Safety Boards are installed at all Terminal Pier aircraft parking stands. The
Safety boards are highly visible and will provide the emergency Fuel hydrant cut off switches
and Aircraft Emergency STOP buttons.
The Fuel Emergency Stop Switch is to be used in case of an accident or incidents that require
the aircraft fuel hydrant system to be shut down.
The Aircraft Emergency Stop button is to be used when there is an urgent requirement to
indicate to an aircraft parking on stand that it should immediately stop. This should only be
used in a situation where a hazard is observed that could lead to an accident involving the
aircraft whilst in motion.
18.
CAA Safety Requirements Applicable to the Carriage of Electric Mobility Aids

As the airport operator Manchester Airport contracts a third party operator to provide
assistance to ensure that any electric mobility aid belonging to a PRM is safe for carriage.
Manchester Airport provides the Air Safe Plug for the contractor to hand out to their
customers to make the mobility aid safe.
Manchester Airport has provided 3 Varilift trailers on the airside for ground handlers to use
for the safe loading of electric mobility aids for carriage by air.
19.
Vehicles and Equipment that raise and lower during aircraft turnround
All operators of vehicles and equipment that raise and lowers must ensure that a suitable
and sufficient risk assessment is carried out for this aspect of their operation and ensure that
appropriate control measures are in place to reduce the risk significantly to personnel and
equipment.
The following control measures to reduce the risk must be considered when preparing the
risk assessment.
the suitability of the vehicle and whether the need to have the vehicle body raise/lower
with the tail lift extended can be engineered out
the provision of suitable warning systems that activate during raising/ lowering
supervision and or arrangements at ground level to avoid equipment and personnel
being in the area immediately below an extended tail lift whilst the vehicle body is being
lowered.
the use of CCTV and/or mirrors
The identified control measures in the risk assessment must be applied consistently to all the
vehicles and equipment under the control of the operator.

ASI 27 Page 7

20.
AIRCRAFT SAFETY CONE STORAGE TROLLEYS

Manchester Airport will provide aircraft safety cone storage trolleys at the head of each
aircraft parking stand. The cone trolleys will facilitate seven cones provided by the ground
handling community.
The cones can also be used for night stopping and long term parking.
Aircraft safety cones and their storage trolleys must not be transported on vehicles for use at
other locations.
Ground staff may use cone trolleys to assist in the deployment of safety cones on arrival and
during collection on departure.
Storage trolleys and safety cones must be returned to their allocated position at the head of
stand after every aircraft turnround.
Any missing cones or damaged trolleys are to be reported to Airfield Operations ext 3331.

ASI 27 Page 8

Storage and Handling of Unit Load Devices (ULDs)

ASI Owner
1.
OPERATING PROCEDURE
MA Ground Services Manager will agree with airline handling agents and ULD providers the
seasonal assessment of the number of ULDs required to meet their operational demands,
no later than September 30th (Winter Requirements) and March 31st (Summer
Requirements).
Airfield Operations / MA Ground Services Manager will carry out audits of ULD containers
each week. Airlines will be informed of any breach of the agreed figures. The Airline will then
be given seven days notice to remove any units over the agreed figure. Any units not
removed within the reasonable time will be charged at a fee as published in the MA Fees &
Charges schedule.
Handling Agents will only use the Racks as allocated by the Ground Services Manager. ULD
containers must only be stored on racks or other devices that prevent them from being
moved by wind. Any company not adhering to these requirements are subject to an
infringement being served to them, which carries a 50 fine. Damaged ULDs will be stored
at stand 72 prior to removal for repair.
Any ULD found on the Apron floor Airfield Operations will treat as FOD and will issue an
AOR and infringement accordingly.
Airlines and Handling Agents have agreed through the AOC to manage these sites and to
ensure safe storage for all containers. Any damage to the racking or unsafe working practice
observed whilst using these facilities must be reported to the Airfield Duty Manager on
x3331.
2.
SCHEDULE OF ULD RACKING

A schedule of ULD racking and airline allocation quotas will be issued twice yearly for the
forthcoming season as published by the MA Ground Services Manager

ASI 28 Page 1

Aircraft De-Icing

ASI Owner
1.
GENERAL REQUIREMENTS
Aircraft de-icing may be carried out by any competent organisation operating airside by
contractual arrangement with airline operators and with a current Ground Service Licence
(GSL).
Aircraft de-icing fluids are pollutants with the potential for considerable environmental
damage. Therefore when de-icing is taking place, it is essential that run-off from airside areas
is contained and separated from other drainage.
2.
LOCATIONS FOR AIRFRAME DE-ICING

There is no centralised de-icing facility on the airport and therefore airframe de-icing is to
take place whilst the aircraft is made ready for departure at the parking stand.
De-icing is not permitted on the Western Maintenance Apron
3.
COMMUNICATIONS
Handling Agents and De-icing Service Partners MUST inform in advance, LCC - Terminal
Control on Ext. 3776 prior to undertaking ANY Aircraft De-icing. If no answer contact the
Airport Duty Engineer on Ext 3678 with the same information.
A separate notification is needed for each 24 hour period and each Terminal or remote
stand. This is necessary to ensure the airports drainage systems can be placed into
containment mode to prevent contamination of local watercourses. Failure to do so could
result in a pollution incident and pursued under the Airfield Infringement Scheme or result in
prosecution by the Environment Agency.
4.
HEALTH & SAFETY CONSIDERATIONS

Care must be taken when carrying out de-icing to ensure that passengers and staff in the
vicinity of the aircraft are not sprayed with de-icing fluids. The timing of the activity should
be agreed via the appropriate Turnround Co-ordinator.
De-icing fluids on aprons can make the surfaces very slippery and care needs to be taken by
all those walking in the vicinity of de-icing activities. Handling agents and airline staff must
warn passengers to take care when boarding aircraft from a non-airbridge gate. Drivers
should be aware that braking and steering performance of vehicles might be impaired.
5.
FLUID STOCKS
ALL De-icing companies MUST keep the Airfield Duty Manager updated on fluid stock levels
daily and inform the Airfield Duty Manager of any operational problems immediately.

ASI 29 Page 1

Airside Competency & Training

ASI Owner
1.
GENERAL
The principle duties in respect of people at work (including) airside are outlined in the Health
and Safety at Work Act 1974 and can be summarised as follows:
Every employer has a duty to ensure so far as is reasonably practicable the health and
safety of any individual who might be affected by any work activity within the control of
the employer.
Every employee has a duty to take reasonable care for the health and safety of
themselves and other persons who might be affected by their acts or omissions.
The Aerodrome certificate holder is a provider of a workplace and in some cases a
provider of equipment and therefore has duties to ensure so far as reasonably
practicable the health and safety of others who use that place of work. This is
particularly important for the common user areas and for issues which require coordination across the airport. The responsibility is limited to ensuring co-ordinated
action on H&S matters and ensuring co-operation between employers in aspects of
managing safety.
The airside areas of an airport and in particular the aprons are workplaces which are
shared by a variety of employers, and in these situations all employers have a legal duty
placed on them to cooperate with each other and co-ordinate the measures taken in
order to fulfil the duties.
1.1.
SUBSTANCE MISUSE
Drug, alcohol and other substance misuse is everyones concern. It can lead to reduced
productivity, taking time off work, and accidents at work.
Employers have a general duty under the Health and Safety at Work Act etc1974 and
Management of Health & Safety at Work regulations 1999 to ensure, as far as is reasonably
practicable, the health, safety and welfare of their employees.
Manchester Airport is a provider of a workplace and in some cases a provider of equipment
and therefore has duties to ensure so far as reasonably practicable the health and safety of
others who use that place of work.
To ensure a safe working environment is maintained on the airfield, any person suspected
to be under the influence of drugs or alcohol will be removed from the Airfield by the
Airfield Duty Manager.
The individuals employer will be advised of the enforcement action taken by the Airfield
Duty Manager.
The Airfield Duty Manager may also request the attendance of GMP.

ASI 30 Page 1

2.
TRAINING & COMPETENCY

The particular risks that are inherent in airside operations and the type of activities which are
necessary to turn round and service an aircraft make the ramp and other aircraft movement
areas potentially dangerous places for unsupervised persons who do not know the hazards.
It is both a statutory requirement and a personal safety imperative that ALL employees who
are required to work on the ramp or aircraft movement areas, are competent at their job
and have been trained in the safety procedures required for the activities that they carry out.
It is required that all employers provide adequate training for staff to enable them to
undertake their duties safely before working on the ramp or in other aircraft movement
areas unsupervised.
Consistency of operating procedures in a complex working environment can help minimise
accidents and incidents. It is important that employers ensure that all staff are able to
recognise and understand written, verbal and signposted safety instructions and guidance.
The Apron Safety Committee agreed a common set of minimum personal competencies for
undertaking various apron activities.
An adequate training programme would include imparting an understanding of the

following:
Health and Safety legislation requirements
Local Emergency Procedures
Current Airport Standing Instructions
The importance of reporting Accidents and Faults
FOD hazards
Aircraft hazards (Turnround activity, jet blast and ingestion, noise and fuel spillage)
Non Aircraft hazards (Vehicle, equipment, Airbridge driving and parking, speed limits,
fuelling safety and adverse weather conditions)
The requirement to wear appropriate PPE
Fire Safety requirements
Enforcement Agencies at the airport.
Co-operation with other airside users.
3.
MA Airfield Safety Awareness Training

To assist in ensuring high safety standards on the airfield a Manchester Airport Airfield
Safety Awareness DVD and accompanying booklet have been produced.
The Airfield Safety Awareness training package provides basic safety information that every
airfield user should be aware of and understand.
To ensure the safety of employees it is a requirement for all employees, working airside, to
view the DVD. The DVD should be used to supplement training delivered by employers. It is
not intended to replace existing training programmes.

ASI 30 Page 2

A Declaration form must be signed by each employee confirming they have viewed and
understood the DVD contents. The signed declaration should be kept with personnel
training records and made available to Airfield Operations upon request for auditing
purposes.
The DVD and accompanying paperwork are available from the Airfield Safety Assurance
Team via email - airfieldoperations@maniarport.co.uk
3.1
Maintaining Competency
All employers should ensure that an appropriate system of re-assessment and refresher/
development training is provided, to maintain the competence of employees who work in
the airside environment.
4.
SERVICE PARTNER TRAINING AUDITS

See ASI 12 Airside Audits

ASI 30 Page 3

Airside Driving

ASI Owner
1.
AIRSIDE DRIVER PERMIT (ADP) PROCEDURES
1.1.
Permit Requirement
No person is permitted to drive in any airside area of Manchester Airport without a valid
ADP, which is appropriate to the area in which they are driving. All ADPs carry a photograph
of the driver and or an identification number corresponding to their Security Pass.
To ensure that drivers of vehicles requiring airside access are in possession of a valid ADP
Airfield Security will conduct visual checks of driving permits before Security access is
granted airside.
Airfield Security will deny access to drivers of vehicles who are not in possession of a valid
driving permit and contact Airfield Operations.
In the case of HGVs, PCVs or unconventional vehicles, a Certificate of Competence, issued by
the Vehicle Operator, is required.
1.2.
Exceptions
Vehicles being escorted by a vehicle driven by an appropriate airside driving permit holder.
N.B - Drivers are not permitted to escort vehicles on the Manoeuvring area unless authorised
or accompanied by MA Airfield Operations.
1.3.
1.4.
Permit Types
A
Permits drivers to use the airside roads and stand/equipment areas without an
ATC clearance, but does not permit operation on perimeter roads or beyond the
double white lines, which define the limit of the Apron.
Permits drivers to operate on perimeter roads and taxiways north of Runway

05L-23R up to the Runway holding points.
Permits drivers to operate on any part of the manoeuvring area including

runways.
Permit validity
The A Permit entitles the holder to drive on Airside service roads and aprons at MA and
must be carried at all times whilst driving Airside.
The permit will be valid for 3 years from the date of issue.

ASI 31 Page 1

Airside Driving
An A Permit does not entitle the permit holder to drive on the Manoeuvring Area of
Manchester Airport or any other UK airport. However, it is a mandatory requirement before
obtaining an M or R Manoeuvring Area permit.
M or R Manoeuvring Area will only be issued to staff who have an operational requirement
to drive within the Manoeuvring Area at Manchester Airport.
The R permit will be valid for 1 year from the date of issue.
The candidate or company will need to show a clear requirement to operate in these areas
and seek approval from the Airfield Safety Assurance Manager.
1.5.
Training and Administration

The Manchester Airport Learning Hub on behalf of Manchester Airport will provide the
training and administer the ADP scheme that includes the following:
A Permit Airside Driver Training (theoretical)
M & R Manoeuvring Area Driver Training (theoretical)
Local Airfield Familiarisation
Administration of the mandatory test for personnel
Issue of Airside Driver permits and supporting documentation
Collating and updating database of all drivers at Manchester Airport
A list of charges is available from the Manchester Airport Learning Hub.
Companies wishing to undertake their own Driver Training should contact the Airfield Safety
Assurance Manager for approval.
Companies that are currently approved by MA to carry out their own driver training will be
subject to regular audits by Manchester Airport. This is in order to maintain and preserve
the high standards of driver training required by MA. See ASI 12 Airside Audits
When an employee successfully completes the required driver-training course and has been
issued with an ADP by the Manchester Airport Learning Hub, employers are then
responsible for providing a training programme of practical driving and monitoring to
ensure that the driver is competent to drive on the areas detailed on the ADP.
1.6.
Transfer between companies operating at Manchester Airport

When a driver who holds a valid MA ADP transfers to another company at Manchester
Airport the new employer is required to inform the Manchester Airport Learning Hub and
request the transfer of all documentation to the new company. The driver will also be
required to fill out a new application form.
1.7.
Application for an ADP

Applications are available from the Manchester Airport Learning Hub. Contact the training
team on 0161 489 5790.

ASI 31 Page 2

Airside Driving
1.7.1.
Applicant Requirements
All applicants for the issue or renewal of an ADP must meet the following requirements:
Have a current full UK DVLC licence photocard or a valid paper driving licence, EC/EEA,
or foreign equivalent driving licence which permits the holder to drive a motor vehicle
on public roads within the UK.
An operational need to drive a vehicle airside on a frequent and unescorted manner*
Be able to demonstrate that they can recognise and understand written safety
instructions of the type issued periodically by MA Operations Dept.
Have completed and proved competent at the appropriate level training provided by MA
or an MA approved training organisation
Meet the basic minimum medical standards.
Employers are responsible for ensuring the validity of the applicants driving licence. The
application form for an ADP will reflect this responsibility.
*New companies will need to show a clear requirement to operate airside and seek
approval from the Airfield Safety Assurance Manager.
NB - Details of minimum medical standards required are available from the Manchester
Airport Learning Hub.
The Airside Driving Permit remains the property of Manchester Airport and will cease to be
valid and must be surrendered in the following circumstances:
On demand by the Airport
Immediately if the Holder loses his/her UK Driving License for offences under the Road
Traffic Acts
Any defacing, alteration, or misuse of a permit
On demand as a penalty for a driving offence/series of offences
When the holder ceases to be employed at the airport
When a change of employer occurs at the airport
1.8.
Medical Standards (Fitness to Drive)

The medical standards (fitness to drive) have been established in consultation with the CAA,
HSE & Department for Transport (DfT). CAP790 details the minimum medical requirements
for the issue of an ADP, however, Manchester Airport impose additional fitness
requirements over and above those required for driving on public roads.
Prior to the issue of an Airside Driving Permit, and at set periods thereafter, basic minimum
medical standards must be met. Meeting these standards does not exempt employers from
adopting higher standards should they choose to do so. A higher review frequency maybe
appropriate for some individuals with existing medical conditions at the recommendation of
the health professional.
Establishing required medical standards is but one control to mitigate risks associated with
airside driving and all employers should ensure that appropriate, task based, risk
assessments for airside driving are in place.

ASI 31 Page 3

Airside Driving
An Occupational Health Practitioner (Doctor or Nurse) must carry out the initial medical
examination. Where any doubt about fitness to drive exists, the advice of an Occupational
Health Practitioner familiar with airside operating procedures should be sought.
For Occupational Health Practitioners who are not familiar with the Airside Environment,
reference should be made to Manchester Airport Occupational Health Unit.
The medical comprises of a general health questionnaire plus specific tests for eyesight and
hearing. The medical questionnaire needs to be completed prior to attendance to the MA
Occupational Health Unit.
Vision testing for the medical is based on the standard for Group 2 vehicles as defined in the
DVLA At a Glance guide to the current medical standards of fitness to drive. In the event
that this standard is not met, it maybe possible to issue a local permit for driving Group 1
vehicles only based on an individual meeting the relevant (lower) standard defined in the
DVLA guidance.
Group 1-category vehicles are defined as:
A Group 1 vehicle refers to an ordinary car or minibus of up to 8 seats (including the driver)
that can be driven on the public road by a holder of a standard licence. For the purpose of
airside driving, this type of vehicle is referred to as Group 1, with all other vehicles being
classed as Group 2.
Individuals issued with this type of local permit will not be permitted to trail equipment as
this may exceed the permitted weight limit for Group 1 vehicles.
The hearing test must be an audiometric examination; it is not acceptable to use a forced
whisper test due to a lack of consistency and reliability.
An Airside Driving Permit (ADP) will only be issued on production of the following:
A valid Airside Security ID
A full and current UK DVLC licence or equivalent (photocard or a valid paper driving
licence)
Medical certificate
There are no exemptions to this requirement.
Where the DVLA places a condition or restriction on a driver this must be considered by the
employer and medical advice obtained. Individuals are responsible for informing their
employer of any medical condition that may affect their ability to drive. The employer must
then inform Manchester Airport Occupational Health Unit of any change or restriction on a
driver. Appropriate action will be undertaken as soon as a potential medical issue is bought
to the airports notice, which may involve suspending or removing the ADP.
Details of minimum medical standards are available from the Manchester Airport
Occupational Health Unit.

ASI 31 Page 4

Airside Driving
1.9.
Renewal of ADP
ADPs are to be renewed in the following circumstances:
A & M permit - Every three years or at the expiry date whichever is earlier.
R permit Every 12 months or at the expiry date whichever is earlier.
When an employee transfers between MA based organisations.
Following any period of disqualification
2.
AIRFIELD DRIVING PROCEDURES
2.1.
Definition of Terms
The terms Movement Area, Manoeuvring Area and Apron are defined in the glossary at
the beginning of the Aerodrome Manual Part 1. All personnel operating Airside must
understand the distinction between the Apron and the Manoeuvring Area.
The term airside area has broadly the same meaning as Movement Area.
It must be noted that the double white lines divide the Apron (on which vehicles may move
without the permission of ATC) from the Manoeuvring area (on which all movements are
subject to ATC permission).
2.2.
General Rules
Inspect your vehicle before driving it.
Drive only where your ADP allows.
Give way to aircraft including aircraft under tow at all times.
Display the vehicle flashing obstruction light(s).
Use dipped headlights at night and in reduced visibility.
Observe the relevant Movement Area speed limits at all times.
Comply with the standard rules of the road when overtaking and passing other vehicles.
Observe and comply with low headroom signs.
Carry only the permitted number of passengers in the vehicle.
All passengers must be seated.
Ensure that all loads are safe and secure. Doors and shutters must be closed when
operating airside.
Observe reversing procedures Note. Either use a banksman or provide Head of Airside
Operations with an adequate risk assessment.
Observe all parking restrictions.
Apply the handbrake when the vehicle is parked.
Personnel in vehicles must remain entirely inside the vehicle.
Do not drive across aircraft stands unless involved in the turnround on that stand.
Do not park underneath an aircraft wing unless you have an operational requirement to
do so.
Drivers are advised to avoid using Inter Stand Clearways unless absolutely necessary.
Do not park or leave equipment in the Inter-stand Clearways.
Report all vehicle unserviceability without delay.
Do not park or leave equipment in the cross-hatched No Parking areas
Do not drive under the influence of drink, drugs and intoxicating substances.

ASI 31 Page 5

Airside Driving
2.3.
Airfield Maps
All vehicles that are required to operate on the manoeuvring area must be equipped with a
current Manchester Airport Manoeuvring Area Map.
The Manoeuvring Area Map clearly shows all taxiways, runways, holding points and vehicle
routes marked with their appropriate designation. It also details important telephone
numbers and the actions for a driver to undertake in the event that the vehicle should break
down or that the driver should become unsure of his/her position on the airfield during Low
Visibility Procedures (LVPs).
Drivers of vehicles that operate solely on the aprons and apron road system should be given
access to the Manchester Airport Apron Road System Map to maintain familiarisation of the
apron road system layout. All Airfield Maps are available on Manchester Airports website:
http://www.magworld.co.uk/airfieldoperations
Availability of The Manoeuvring Area Map must be included in the Vehicle Walk round
Inspection Check List as detailed within Annex 3 of Manchester Airports Vehicle and
Equipment Standards for Operating Airside.
2.4
Wearing of Seat Belts

It is a requirement that all vehicles operating airside at Manchester Airport are fitted with
seat belts compliant with the Department for Transport Construction and Use Regulations.
Drivers and passengers of vehicles fitted with airbags should always wear seat belts. Airbags
are designed to lessen the likelihood of serious injury to persons wearing seat belts. If seat
belts are not worn, unrestrained drivers and/or passengers could sustain injuries from
airbags in the event of a vehicle accident
Side facing seats such as those fitted to crew buses are not required to have seat belts fitted.
It is highly recommended that drivers and passengers wear seat belts at all times when
operating airside. Seat belts can significantly reduce the severity of injuries sustained in the
case of an accident, even at low speeds.
Operators of vehicles operating airside are reminded of their obligation to ensure that seat
belts are fitted and in good working order.
2.5
Airside Vehicle Operations Engine Idling

No vehicle should be left unattended anywhere on the airside area with its engine running.
This is to prevent risks such as overheating and consequent fire and to prevent un-necessary
vehicle pollution.
When a driver leaves their vehicle, for any period of time, it must be switched off and
securely parked. Likewise, where the driver expects to be stationary for a period of time, for
example while waiting for an aircraft to arrive on stand, the engine should also be switched
off.

ASI 31 Page 6

Airside Driving
This instruction applies to vehicles in all areas of the airfield. The only exception is where
there is a justifiable need for the engine to be running (for example on ambi-lift or catering
vehicles which are being used but on which the drivers seat may be un-occupied).
2.6
Vehicle Manoeuvring and/or Parking under Aircraft Wings.

Manoeuvring and/parking vehicles under an aircraft wing presents a safety hazard; for
example should an aircraft vent any fuel. It also impinges on the safe separation distance
between vehicles and aircraft and raises the potential for an Incident/accident.
Only vehicles that have an operational requirement to park under an aircraft wing may do
so. Examples of such vehicles might include those of aircraft refuellers or aircraft
maintenance companies.
All other vehicles must manoeuvre at a safe distance from aircraft wings.
2.7
Towing of Aircraft Steps

It is a requirement that all trailed equipment is towed in a safe manner.
It is the responsibility of the operator to ensure aircraft steps are maintained in good
working order and that operatives carry out a walk around check prior to the steps being
used.
Prior to a tow commencing, the stabilisers must be fully raised to prevent grounding and all
loose or detachable items must be removed.
To avoid the potential collision between taxiing aircraft and vehicle traffic on the Apron road
system, passenger steps should be lowered to a height of a maximum of 4.3 metres prior to
transportation. It is recommended that all towable steps be marked clearly to enable
operatives to determine the correct towing height.
Whilst towing, consideration must be given to the speed of travel, most particularly when
manoeuvring aircraft steps in confined spaces and/or around corners.
In cases of adverse weather conditions, e.g. strong winds, vehicle and equipment operatives
must ensure aircraft steps are in the fully lowered position before commencing a tow as the
likelihood of them toppling significantly increases with height. Furthermore, slower towing
speeds will be necessary as the likelihood of aircraft steps becoming unstable increases with
stronger wind conditions.
Steps must be parked in designated bays with the parking brake applied and stabilisers
lowered such that they cannot inadvertently move.
3.
BUS AND/OR COACH OPERATION ON TERMINAL 2

The availability of space on the Terminal 2 head of stand road system means that it is not
possible to facilitate safe bus and/or coach operations in both directions along this stretch of
road. Therefore, a one-way system for buses and/or coaches must apply.

ASI 31 Page 7

Airside Driving
Buses and/or coaches transiting north along Terminal 2, i.e. from stand 200 in the direction
of stand 215, must use the head of stand road system.
Buses and/or coaches transiting south along Terminal 2, i.e. from stand 215 in the direction
of stand 200, must use the rear of stand road system.
At no time should buses and/or coaches transit across vacant stands or drive between
aircraft on pier served stands.
Passengers will enter/exit the bus or coach at the head of stand road system.
4.
SPEED LIMITS
Location
Entering Buildings
Apron Stands
T3 Coaching Lane
T1 Southern Front Apron Road leading to
Baggage Hall Entrance
T1 Stand 12 Link Bridge HOS Road
Section of North Road that runs under IDLEX
Apron Roads
Other Roads
Speed Limit
5 MPH
5 MPH
5 MPH
5 MPH
10 MPH
10 MPH
20 MPH
20 MPH
Drivers must note that:

Speed limits must be adjusted according to prevailing weather conditions.
Vehicle speeds are monitored on an ad Hoc basis by Manchester Airport Airfield
Operations.
5.
USING MOBILE PHONES OR PERSONAL ELECTRONIC DEVICES AIRSIDE

The Manchester Airport Policy on the use of mobile phones and PEDs describe the
Instructions to personnel working airside in relation to using mobile phones or PEDs and
driving airside.
The use of hand held mobile phones or PEDs such as tablet, laptop and I Watch by drivers of
moving vehicles airside; including supervising or escorting a non-Airside Driving Permit
holder is prohibited.
Hands-free phones may be used but must be installed according to the manufacturers
instructions and should follow the British Standards Institutions Guide to In-vehicle
Information Systems (DD 235:19196).
The use of hands-free phones is prohibited if the handset is still being held during use.
Under no circumstances should mobile phones or PEDs be used within the aircraft re fuelling
zone unless the handset is intrinsically safe.
A fuelling zone is established when aircraft-fuelling operations are in progress, extending at
least 6 metres radially from the aircraft filling and venting points, and from any part of the
fuelling vehicle and equipment including hoses.

ASI 31 Page 8

Airside Driving
It is the responsibility of all airside users to ensure passengers embarking or disembarking

aircraft whilst re-fuelling is taking place comply with this safety procedure.
Exemptions
The only permitted use of a hand-held mobile phone whilst driving is for a genuine
emergency call to Airfield Operations on ext. 3331 or the Manchester Airport Emergency ext.
2222, and only if it would be unsafe for a driver to stop.
Any person using a mobile phone or PED whilst driving airside will have their driving permit
revoked and be issued with an Airfield Occurrence Report (AOR).
6.
VEHICLE IGNITION KEYS

It is the responsibility of all airside vehicles and/or equipment operators and their operatives
to ensure that an unauthorised driver cannot use a vehicle and/or piece of equipment.
To prevent vehicles fitted with a key ignition being moved without consent, such vehicles
must have their ignition keys removed whilst parked unattended on aircraft stands, head of
stand roads, or other locations authorised for the parking of vehicles.
To prevent vehicles not fitted with a key ignition being moved without consent, such vehicles
should, where reasonably possible, have their battery isolated whilst parked unattended on
aircraft stands, head of stand roads, or other locations authorised for the parking of vehicles.
At all times, all vehicles must be accessible via the drivers door in the event that the vehicle
needs to be moved for safety reasons.
6.1.
Exemptions
Vehicles and/or equipment that depend on engine power to carry out their function (for
example hydraulic lifts) and Airfield Operations vehicles where the driver is carrying out
duties close to the vehicle (for example aircraft marshalling) are exempt from this notice.
7.
AIRSIDE TOWING RESTRICTIONS

A maximum of 4 Baggage Trailers (all types) and 4 Freight & Cargo Trailers is permitted to be
towed airside. NB. Maximum of 3 trailers inside buildings.
All trailers must have red or amber reflectors at or near each end, clearly visible in conditions
of poor visibility or in darkness. High intensity reflective sheet material or reflective paint is
an acceptable alternative.
8.
SECURING OF LOADS
Airside drivers are responsible for ensuring that all loads are safe and secure whilst
transporting them airside. Anything carried in or on vehicles and trailers must be secured.
Vehicle doors and shutters must be closed.

ASI 31 Page 9

Airside Driving
9.
DRIVING ON THE MANOEUVRING AREA

The following statements outline specific instructions for driving on the manoeuvring area.
9.1
Taxiways
In addition to the driving procedures, drivers are to comply with the following:
Retain situational awareness by listening and looking.
Monitor the appropriate RTF frequency for the area of operation.
Avoid distractions, concentrate.
9.2
Runways
For the purpose of this instruction, the runway is deemed to include the relevant Cleared
and Graded Area
In addition to the driving procedures, drivers are to comply with the following:
Obtain permission from ATC.
Use dipped headlights.
Monitor other activity on the runway, at holding points, final approach, in the circuit and
in the climb out by looking and listening.
9.3
Free Ranging
Free Ranging permits vehicles to operate without the requirement to contact ATC. A list of
call signs authorised to Free-Range is held by the HAO.
Vehicle drivers are only permitted to free range in the area within which their permit allows
them to drive. Free ranging does not apply to runways.
Free Ranging is not permitted when LVPs are in operation.
Drivers of Vehicles Free Ranging are responsible for:
Operating within the privileges of their ADP.
Maintaining their own separation from aircraft; aircraft under tow and from other
vehicles.
Maintaining a listening watch on the appropriate ATC frequency.
Contacting ATC when requiring to cross or enter a runway.
9.4
Action when Lost on the Manoeuvring Area

If you become lost or unsure of your position whilst on the manoeuvring area, the following
actions should be taken:
Drivers are to report to ATC (by RTF) Immediately. ATC will stop all movements until the
location of the vehicle is ascertained.
9.5
External Vehicle Markings for Manoeuvring Area Vehicles

Vehicles that are used on the Manoeuvring area must be highly conspicuous and visible to
aircraft and other vehicle operators.

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Airside Driving
Vehicles that are required to operate on the Manoeuvring area during the hours of
darkness must conform to the vehicle marking requirements.
All vehicles that are required to operate on the Manoeuvring area during the hours of
daylight only must comply with the vehicle marking requirements.
Minimum vehicle markings are to be applied as follows;
Rear of the Vehicle
A complete contour line marking should be applied using red marking tape.
The conspicuity marking should be as close as practicable to the edge of the vehicle and
should be at least 80% of the overall circumference of the vehicle, without obscuring
windows, vehicle lighting or registration plates if fitted. The actual width of the marking tape
should be at least 50mm and should conform to EC regulation 104 to ensure the
requirements for durability, colour and reflectivity.
Side of the Vehicle
A complete contour line marking with a partial contour line marking [corner sticks] must be
applied.
The contour markings shall equate to at least 80% of the vehicle length using yellow
marking tape only.
The length of the upper corner marking tape must be a minimum of 25cm in each direction
or as large as the vehicle shape and windows will allow. The actual width of the marking
tape should be at least 50mm and should conform to EC regulation 104 to ensure the
requirements for durability, colour and reflectivity.
Roof of the Vehicle
The roof of the vehicle must be covered by at least 80% of its surface area with a refractive
material that conforms to the requirements of Regulation ECE 104 or be painted with 356
Golden Yellow paint as per British Standard Specification 381C.
Further Information
Vehicles used to access the manoeuvring area which do not meet MAs vehicle marking
requirements must be escorted by an Airfield Operations vehicle by the date specified in
paragraphs 3.2 and 3.3.
Ad-hoc specialist vehicles which do not meet the requirements may be permitted subject
to prior agreement and the application of other safety measures agreed during the work
planning process.

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Airside Driving
Exemptions
Airfield Operations vehicles will remain highly conspicuous with their unique markings
which enable such vehicles to be easily identified.
Vehicles that have reflective markings which cover a greater surface area than the required
minimum standard and conform to current legislation, this includes UNECE 7001 regulation
and mandate R48.
10
RADIO PROCEDURES
All users of operational radios at MA must have received appropriate training by their
employer.
All organisations using radio facilities on MA are required to have the approval of NATS
Telecommunication Engineering Manager.
The following radio disciplines must always be observed when using the RTF on the
Manoeuvring Area at Manchester Airport:
Use the correct frequency for the area of operation.
Use standard RTF phraseology at all times.
Carefully monitor relevant frequencies.
Listen carefully to instructions.
Use the Vehicle Call sign on every RTF transmission.
Readback appropriate ATC instructions.
10.1
Radio Failure Procedures

If working under ATC approval on a Runway and you suffer a radio failure you must vacate at
the earliest opportunity and seek a REFUGE area. You must then make contact with ATC
Watch Manager on 0161 499 5336 using other means available, for example, mobile
telephone, adjacent fixed landline telephone or alternative radio frequency. ATC will provide
safe guidance or will request an Airfield Operations vehicle to assist.
If working under ATC approval on the Taxiways and you suffer a radio failure, complete your
approved journey. When in a safe location contact ATC by other means to confirm you have
vacated the manoeuvring area.
If towing an aircraft and you suffer a radio failure on the manoeuvring area, you must hold
your position until assistance arrives.
If Free Ranging and you are able to vacate the manoeuvring area to the Apron Road System
or Airfield Perimeter Track without crossing a Runway, then do so at the earliest opportunity.
11
DRIVING DURING LVPs

See ASI 15 Low Visibility Procedures

ASI 31 Page 12

Airside Driving
12
INTER-STAND CLEARWAYS
Inter-Stand Clearways (ISCs) are a common feature on aprons at international airports in the
UK and overseas. They are intended to indicate, by way of ground markings, the lateral
extent of an aircraft stand and a clear route by which vehicles involved with aircraft
turnround activity or Emergency Response may transit between the front and rear of a
parked aircraft. The Speed limit of 5mph applies to all Inter Stand Clearways.
Clearways are especially important for provision of an unobstructed route for access of
emergency vehicles and egress of fuelling vehicles. The ISC is delineated by a saw tooth
white line each side. The width of the ISC is 6 metres and its positioning allows a minimum of
1-metre buffer from the wingtip of the largest span aircraft type using the stand.
The ISC will extend from the head of head or equipment area to the rear of stand roadway or
taxiway strip lines, whichever is applicable.
The Inter-Stand Clearway must at all times be kept clear of parked, unattended equipment.
ISCs are not intended to be used to pre-position vehicles and equipment awaiting aircraft
arrival. Misuse of ISCs will be treated as a safety occurrence and recorded as such by MA
Airfield Operations. Such events may result in action being taken under the Airfield
Infringement scheme.
A number of clearways have been installed with zones that have been marked in red.
The red zone area of the Inter-stand clearway delineates an area that must be kept clear of
any obstacles when aircraft are manoeuvring on or off an adjacent stand. The red zone
provides suitable clearance from an aircraft wingtip when parking on an adjacent stand
Vehicles / Equipment transiting or left unattended in the red zone whilst an aircraft is
manoeuvring on or off an adjacent stand could cause a wingtip collision. Drivers may pass
thoroughly the red zone area of an Inter-stand clearway as normal when aircraft are not
manoeuvring on or off adjacent stands
The driving or parking of vehicles / equipment in the red zone whilst an aircraft is
manoeuvring on or off an adjacent stand is subject to Manchester Airports Infringement
Scheme.
13
TERMINAL COACH LANE BETWEEN STANDS 21 & 22

The coach lane between stands 22 and stand 21 that serves gate 20 A, B, C and D is only to
be used for Manchester Airport coaching operations. This lane is designated one way only
in the direction from Stand 22 to Stand 21 and must not be used as a short cut by other
vehicles and equipment.
Vehicle and equipment parking is prohibited in this area.
Exceptions to this rule are Rescue and Fire Fighting Response, Medical Emergency and
Airfield Operations Personnel for essential requirements
14
INFRINGEMENT SCHEME
All fines will be directed to the individuals employer.

ASI 31 Page 13

Airside Driving
The following list represents infringements of safe and best practice commonly associated
with Airfield Driving, but is not exhaustive. The list has been compiled as a guide to how the
Airfield Occurrence Report (AOR) will be issued.
Personal
Exceeding the required airside speed limits.
Obstructing taxiing aircraft.
Failure to carry a ADP whilst driving airside.
Driving with a invalid driving permit.
Reversing a vehicle without a banksman.
Careless driving.
Encroached Taxiway.
Parking or leaving equipment unattended in
an Inter-stand Clearway.
Vehicles
Obstruction light not illuminated.
Faulty towing connections.
Bald tyres.
Vehicle cabs containing Foreign Object
Damage (FOD).
Failure to display a current Airside Vehicle
Permit.
Defaced Airside Vehicle Permit.
Driving a red-tagged vehicle.
Some offences may be considered to be of a minor nature by Airfield Operations staff who
have the discretion in such circumstances to offer verbal advice only. However offenders
names will be noted and if found to be persistent, offenders will be given an Airfield
Occurrence Report. All other infringements will be recorded and presented to Service
Partners by way of a monthly report.
Any vehicle found to be defective will be red tagged and will be removed and placed out of
service until rectified.
Anyone found to be driving a vehicle that has been taken out of service will be subject to the
AOR process and maybe subject to a disciplinary.

ASI 31 Page 14

Airside Vehicle & Equipment Standards

ASI Owner
1.
GENERAL
All vehicles and trailed equipment operating airside at Manchester Airport must be maintained
and inspected in accordance with CAA CAP 642 Airside Safety Management and DVSA
Regulations.
A maintenance system whilst important will not on its own ensure quality maintenance is
obtained. Effective management of the operators fleet by persons competent to do so will
provide the best method of quality control.
A robust maintenance and safety inspection regime must be in place to ensure that
vehicles/equipment do not endanger drivers, aircraft, persons or property and are fit for their
intended purpose.
2.
RESPONSIBILITY
Responsibility for the safe condition of vehicles/equipment, the inspection regime safety
inspection records and rectification of defects lies with the operator.
Any changes to an operators maintenance regime or facility must be reported to the Airfield
Safety Assurance Manager.
Operators must adopt and be able to demonstrate a robust method of auditing and assessing
their maintenance providers performances with respect to quality and compliance. The
maintenance provider facility must also have in place a robust quality control system in line with
current DVSA requirements.
Operators must ensure the presence at all times of an authorised and competent person who
has the authority to remove any vehicle/equipment from the airfield, should a safety issue arise.
The operator is responsible for ensuring that employees who operate airside
vehicles/equipment are appropriately trained to pre check the vehicle/equipment prior to use
and to report defective vehicle/equipment.
Operators must inform employees of their responsibilities regarding vehicle/equipment and the
legal responsibility to ensure vehicle/equipment is safe prior to use.
Operators should have a written contract or Service Level Agreement with their maintenance
provider, this should cover items such as frequency of service and safety inspections, items
checked during inspections, rectification of defects found during inspections and keeping of
records.
Manchester Airport requires a right of access to premises of the maintenance records for audit
purposes.

ASI 32 Page 1

3.
REQUIREMENTS OF A VEHICLE / EQUIPMENT SAFETY SYSTEM
3.1
Safety Inspections
First Use CAP 642 Initial Safety Inspection is required prior to any vehicle and trailed equipment
being operated airside for the first time. A declaration should be made to state the vehicle is
new to operating airside at Manchester Airport
A maintenance provider must carry out CAP 642 Safety Inspections
All vehicles under 7.5 tonnes and trailed equipment that are less than three years old require an
annual CAP 642 safety Inspection up to and including the third year; thereafter a 17 week
inspection regime must be adopted.
Vehicles over 7.5 tonnes that are less than one year old must have a first use CAP 642 Inspection
followed by another inspection at 12 months; thereafter a 17 week inspection regime must be
adopted.
Out of Service vehicles that do not conform to the CAP schedule must return the AVP to MA
Motor Transport. This can then be registered as not in service and the AVP will be suspended.
Failure to suspend an AVP on a piece of equipment after a period of 8 weeks or exceeding the
CAP schedule by a period of 8 weeks will result in MA Motor Transport having to CAP 642
inspect the equipment at the operators expense.
A safety inspection relates only to the condition of the vehicle/equipment at the time of the
inspection, it does not confer its reliability.
CAP 642 Safety Inspection Sheets must include items listed within the samples attached (Annex
1 and 2) and include the inspectors and operators name, date of inspection, the
vehicle/equipment identifying number and any remedial work carried out should also be
detailed on the CAP 642 safety inspection sheet.
All vehicle/equipment CAP 642 inspections must comply with:
Department of Transport Test Certification
CAA CAP 642
PUWER and LOLER
Manchester Airport Vehicle and Equipment Standards
Manchester Airport CAP 642 Supplementary Vehicle Inspection Items
Vehicles and equipment that are to be safety inspected must be clean and FOD free.
Compacted dirt, grease or other contaminates on the vehicle is not conducive for carrying out
effective safety inspections.
A Safety Inspection can be a stand-alone inspection or may be part of a more comprehensive
inspection. CAP 642 Safety Inspections do not negate the need to carry out manufacturers
maintenance procedures. These should be incorporated into the maintenance regime.

ASI 32 Page 2

3.2
Facilities for Inspections

A maintenance provider must have facilities commensurate with the type and size of fleet and
equipment they inspect and maintain and must be able to demonstrate compliance with DVSA
standards and test equipment.
A diesel engine smoke meter (or a 4 gas analyser if petrol) should be used to ensure that the
level of exhaust smoke is within the legal requirements. Information on the levels of permitted
exhaust smoke is contained in DVSA annual test inspection Information online. A certificate of
conformity for exhaust emissions should be produced at all CAP 642 inspections and retained by
the operator.
Operators should also have access to a brake tester for the purpose of checking brake efficiency.
While a decelerometer may be adequate for some vehicles that are not roller test compatible
e.g. (low ground clearance, fuelling and 4x4 vehicles), the use of a roller brake tester is strongly
advised. A roller brake test is an important indicator of braking efficiency, although not a
substitute for a robust maintenance programme.
At the time of the CAP 642 inspection the tester must produce a print to record the outcome
results, these results certificates must be signed and dated by the tester and retained by the
operator in the vehicle records file.
The following represents a non-exhaustive list of appropriate facilities:

Undercover accommodation for the largest and maximum number of vehicles to be
maintained at any one time so that safety checks are conducted to a satisfactory level in
all weathers.
Tools and equipment appropriate to the size, nature and types of fleet must be made
available.
Adequate under vehicle inspection facility. Ramps or pits may not be needed if the
vehicles have enough ground clearance for a proper inspection to be made on hard
standing.
Adequate lighting for the purposes of carrying out inspections in accordance with HSE
Workplace health, safety and welfare.
Access to suitable calibrated brake test equipment (e.g. a roller brake tester,
decelerometer)
Suitable calibrated headlamp test equipment
Suitable calibrated engine exhaust emission test equipment
Steam or pressure under-vehicle washing facilities
A tyre tread depth gauge
Trailed Equipment
CAP 642 Inspections on all trailed equipment must be carried out inside a maintenance facility.
No CAP 642 inspections may be carried out airside by the maintenance provider or operator.
These inspections should be undertaken in the designated safe area at the maintenance facility.
Operators are reminded of the need to conduct a full examination on trailed equipment, to
include wheel bearing checks and under body structure.
All parking brakes need to hold the equipment when unattended and the CAP 642 tester should
use his skill and judgement in accessing the effectiveness of the brake.

ASI 32 Page 3

Any trailer or GPU fitted with an engine must be subjected to an emission test at the CAP 642
Inspection.
3.3
Inspections
Operators must ensure that any persons carrying out safety inspections are suitably qualified
and competent on the type of vehicle and equipment being inspected. A working knowledge is
not sufficient. Where applicable, evidence of a formal qualification in vehicle maintenance and
examination is required to be able to carry out the CAP 642 Inspection. Evidence of individual
competency must be made available upon request by MA and be to Manchester Airports
satisfaction.
If an inspector requires assistance during the inspection or audit process, then the operator
must ensure a person(s) in attendance are familiar with the operation of that vehicle/equipment
under test.
3.4
Records
A twelve-month planner should be used to ensure accurate frequency of vehicle/equipment
inspections and evidence of such made available to Manchester Airport upon request.
Each vehicle / equipment should have its own file containing the following maintenance records
where relevant:
CAP 642 Safety inspections sheets (Annex 1 or 2)
Defect Reports
MOT paperwork
Exhaust emissions and brake efficiency print outs
Modification or remedial works paperwork
Daily walk round inspection sheets
Certification of any statutory test items
Any records of inspections and remedial works, including drivers walk round checks detailing
defects, must be kept for a minimum of three years and operators must ensure that such
records are dated, signed and available at all times for inspection/auditing purposes.
A nil fault reporting system should be adopted by operators with respect to drivers walk round
checks. A nil defect report sheet may be discarded after 14 days.
A logbook record of Walk Round Inspections will suffice in most cases providing no faults have
been found.
Computer records are acceptable provided they contain the requisite level of information and
details. Electronic means of vehicle walk round inspections must contain all the relevant data to
facilitate a full audit trail with individual ownership. All paper inspection sheets must be
completed and signed by the person who carried out the inspection.

ASI 32 Page 4

3.5
Daily Walk Round Inspection

Daily Walk Round Inspections of vehicles and equipment are mandatory. It is the responsibility
of the operator to ensure these checks are carried out and any defects recorded and corrected.
The operator must ensure its drivers and staff are aware of this requirement.
A responsible, competent person trained to carry out vehicle walkround examination checks,
must carry out daily Walk Round Inspections prior to each use of any vehicle/equipment.
Vehicles with multiple drivers should receive a walk-round inspection once in any twenty-four
hour period. The walk round check must include the whole vehicle including any combination of
trailers or dollies.
Vehicle defects must be recorded and reported to a competent person who has the authority to
ensure that appropriate action is taken to rectify any defects found.
The drivers walk-round inspection must be recorded signed and dated by the driver. This record
must then be kept with the vehicle maintenance records held by the operator. These maybe
scanned to form a vehicle computer record.
Any equipment/vehicle found to be unserviceable that does not meet the conditions of the
Emergency Breakdown and Minor Repair Procedure must immediately be removed from the
airfield, by the operator until maintenance work has been completed to the required vehicle and
equipment standards for operating airside at Manchester Airport.
Cargo and Baggage Trailers

Due to the nature of how cargo and baggage trailers are used it is not a requirement for
operators to carry out daily walkround inspections. The 17 week CAP 642 Inspection is deemed a
reasonable inspection period. However, Operators are encouraged to carry out daily / regular
visual inspections to ensure trailers are in a safe operating condition.
The Daily Vehicle Walk-round Check List must include those items contained within the sample
(Annex 3).
3.6
Ramp Vehicle Safety Inspections

All airside vehicles/equipment will be subject to Vehicle CAP 642 Inspection spot checks.
Staff from MA will carry out these airside spot check inspections and have the authority to issue
Prohibitions and/or Defect Notices and if necessary remove the AVP.
Any vehicle/equipment deemed to be in a dangerous condition by having a Safety Significant
Defect will be issued with a Prohibition Notice and the AVP will be removed and the
vehicle/equipment will be prohibited from the airfield.
If a Prohibition Notice is issued for the vehicle/equipment the Company will remove the AVP
and request immediate removal from the airfield. The Prohibition will be recorded by the CAP
642 Inspector and the Operator will be notified of the defect/s.

ASI 32 Page 5

The Operator shall ensure the vehicle/equipment fault is rectified and CAP 642 inspected by the
Companys Motor Transport prior to the vehicle/equipment being returned Airside for use.
If a Defect Notice is issued for a vehicle/equipment fault, the items listed within the defect
notice should be rectified at the earliest opportunity. An Airfield Occurrence report (AOR) will be
issued to the Operator recording the defect/s.
The Operator must respond to the AOR within 21 days of the notice being issued and detail the
actions taken to rectify the defects.
Operators must ensure access and assistance to their premises, vehicles and equipment and
premises of their maintenance provider is afforded to Manchester Airport.
3.7
Vehicle and Equipment Repairs Airside

The carrying out of general servicing/maintenance works on all vehicles and equipment
including all trailed equipment on the apron area is strictly forbidden.
Exceptions
Only emergency breakdown or minor repairs to the vehicle/equipment may be carried out
airside subject to the following procedure
Emergency Breakdown and Minor Repair Procedure
The Operator or repairing agent must inform the ADM immediately if a vehicle/equipment
breaks down in an operational area and cannot be moved.
Minor Repair
The Operator or repairing agent is granted a period of no more than 30 minutes to carry out a
minor repair. All repairs must be carried out safely and comply with the requirements detailed
within this procedure.
Prior to any repair being carried out the Operator or the repairing agent must conduct a
dynamic safety risk assessment against factors such as the risk of FOD, fire, fluid leakages and
personal injuries to third parties.
Minor repairs that have the potential to cause an environmental impact must be approved by
the ADM via the Apron Fitter prior to the repair being undertaken.
If feasible the operator or repairing agent will facilitate the removal of the vehicle/equipment to
an appropriately marked vehicle/equipment parking bay.
Vehicles/equipment must have the battery isolated from use prior to any electrical work being
undertaken.

ASI 32 Page 6

Tyre Repairs and Replacement
The carrying out of tyre renewal and repairs to vehicle and equipment inner tubes on split rim
wheels on the apron area is prohibited unless carried out in accordance with HSE publication
INDG433.
The changing of a complete tyre and wheel assembly (inflated to the correct pressure) is
permitted. The vehicle/equipment must be parked in a designated equipment parking area
and appropriately secured to prevent use (red tagged to inform the operator). The use of axle
stand and wheel chocks is mandatory.
Maintenance providers must use suitably calibrated and certified tools and equipment
appropriate for the vehicle/equipment type.
Maintenance providers / operators must contact the Airfield Duty Manager and seek approval
for vehicles/equipment that need to be left unattended in the parking area if the wheel/tyre is
taken to a facility for repair.
The Operator or repairing agent must ensure when undertaking a minor repair that the area
remains clear of FOD. The area must be inspected on completion of the repair to ensure that no
FOD remains.
Emergency Breakdown and repair in excess of 30 minutes
Where a vehicle / equipment is deemed to be an emergency recovery, breakdown or repair in
excess of 30 minutes MAs Motor Transport Apron Fitter must be contacted for approval prior to
any work being undertaken.
The MT Apron fitter will agree the timeframe required to carry out the repair or recovery of the
equipment, and record the information in the MT Apron Fitter log book.
The following repairs will not be approved:

If the unit is required to be jacked up from the ground except for the removal and replacement
of a road wheel during a tyre repair replacement, or to facilitate the removal of the
vehicle/equipment.
A vehicle or equipment that requires a prolonged major repair that is unable to be removed
from the airfield immediately will be red tagged by the Apron Fitter. A time frame will be agreed
by the Apron Fitter to facilitate the removal to an appropriately marked vehicle and equipment
parking bay.
The MAs Motor Transport Apron Fitter has the right to refuse any task which is deemed unsafe
or unacceptable to be carried out in the airside environment. In such situations the equipment
must be recovered off the airfield prior to work being undertaken
The removal of vehicles /equipment would be facilitated from the landside. No airside parking
area will be provided for third party recovery operators.

ASI 32 Page 7

Safety Infringement
The operator or repairing agent who fail to comply with these procedures will incur a 100 fine.
3.8
Modifications, Adaptations or Alterations to Vehicles / Equipment

Conventional road vehicles that have been modified must still comply with the standards
contained in the DFT Construction and Use Regulations 1986, irrespective as to whether the
vehicle is being used on public roads or not.
Non-conventional vehicles that have been modified must have one of the following:
Change of Use Notification from DVSA
Insurance letter covering the modifications
Coach Builder Certification
A vehicle must be resubmitted for a safety inspection and Airfield Safety and Compliance are to
be informed in writing should any modifications be carried out. The vehicle must be made
available for inspection as required by Manchester Airport.
3.9
Operating Unserviceable Vehicles and Equipment

Should the Operator fail to comply with reasonable direction issued by the Company to move
vehicles or equipment that is either unfit to operate or defective, within the specified time the
Company may remove and store the equipment. The Operator will be charged a removal fee of
50 per item or such other fee as the Company shall from time to time publish.
3.10
Self-Certification
Requirement for obtaining self-certification for vehicle maintenance at Manchester Airport are
available in the document CAP 642 Vehicle Maintenance Self Certification Agreement and on
Manchester Airports website www.magworld.com
4.
AIRSIDE VEHICLE PASSES

Manchester Airport Motor Transport (MA MT) will issue all AVPs on behalf of Manchester
Airport Group (MAG) and an AVP will remain the property of MA.
Passes are issued from the MA MT facility at Hangar 3, which is located in the Western
Maintenance Area at Manchester Airport between the hours of 0900 to 1600 Monday to Friday.
A charge of 25 will be made for the issue of an AVP however; this may be reviewed at MAs
entire discretion. If an AVP is lost or stolen it must be reported immediately to Manchester
Airport Motor Transport (MT) and Greater Manchester Police (GMP) Airport Police Station. An
administration fee will be levied by MA to replace lost or stolen AVPs.
Vehicles/equipment issued with an AVP must only enter the Security Zones detailed on the
permit.

ASI 32 Page 8

The operating protocol forms part of Manchester Airports Safety Management System and this
requires that every vehicle/equipment operating airside should have its own AVP that must be
displayed on the vehicle/equipment at all times when operating airside. For such a permit to be
issued the operating protocol further requires that the vehicle/equipment be inspected by a
suitably qualified and competent person, trained in the techniques of vehicle examination,
diagnosis and reporting, prior to its initial use airside and inspected every 17 weeks thereafter.
The operation and use of vehicle/equipment with an expired AVP is strictly prohibited and will
be subject to the MAN infringement policy.
There are four different types of AVP available as follows:
Permanent (Blue)
Issued to vehicles under 3 years old on production of a valid Inspection Certificate or a selfcertification form stamped by the operator, this pass can be validated for up to 12 months.
Temporary (Green)
Issued to non-self certified companies for vehicles over 3 years old and on production of a valid
Inspection Certificate. This pass is valid only for up to 4 months.
Delivery (Red) non-Airfield
Issued on production of a valid Inspection Certificate valid for up to 12 months, allowing an
operator point to point access by the shortest route to a point of delivery only.
Escorted Access (Yellow)
Issued for a limited period of up to five working days, for an operator with reason to have shortterm vehicular access airside, or up to 17 weeks with a valid Inspection Certificate issued by MT
regardless of the age of the vehicle.
This permit does not confer access without the vehicle being escorted at all times whilst
operating airside. The vehicle must not be parked airside overnight and must leave the airfield
at the end of the working period. The sponsors responsible for the escorted vehicle must sign
for the pass on collection.
The information recorded on an AVP will be as follows:

The AVP expiry date
A printed serial number of the AVP
The vehicle/equipment identifying number
Make/model of the vehicle/equipment to which the AVP is to be issued
Vehicle Seating Capacity
The vehicle Operators Company name
A contact telephone number (24hrs if vehicle parked airside)
Approved access security zones: All zones, Critical part

ASI 32 Page 9

4.1
Exceptions
Police vehicles attending an emergency
Specialist military vehicles attending an emergency escorted by police vehicles.
Local authority fire appliances attending an emergency
Local authority ambulances attending an emergency
Local authority or private ambulances on non-emergency duties, by arrangement,
maybe escorted onto the Airfield by GMP.
On occasions, contractors or vehicles carrying abnormal or indivisible loads can be
escorted onto the airfield by a competent person, subject to current security
arrangements, and escorted by an authorised person from the client company.
4.2
Application for an AVP

In every case an official Manchester Airport Airside Vehicle Permit Application Form 3a must be
completed by an Operator applying for an AVP, or in the case of a Self-Certifying Stamp holder a
CAP 642 Manchester Airport Self Certification declaration form that the vehicle is part of a
compliant maintenance regime.
A valid Airside Liability Insurance Certificate, a CAP 642 Certificate and vehicle inspection
documentation must be provided with each and every application for an AVP as well as a
written declaration that all items have been tested are in appropriate working order and
condition and that all statutory and regulatory requirements have been complied with.
Should MA MT have reason to doubt the authenticity or validity of any of the documentation
provided in connection with the application for an AVP, then the application will be rejected and
Airfield Safety and Compliance Department advised of the refusal.
4.3
The Issue of an AVP

The issue of an AVP does not guarantee the right to drive or operate any vehicle/equipment
airside and parking restrictions and apron rules and regulations must be adhered to at all times.
Application for privately owned or non-operational vehicles will not be authorised.
MA MT will ensure that the AVP does not expire on either a Saturday or Sunday; this will allow
the Operator to have access airside with the vehicle when MA MT is closed over the weekend,
and similarly an AVP should not normally expire on a Bank Holiday.
MA MT may at its discretion refuse to issue an AVP if the person issuing the AVP has reason to
suspect that an AVP is, or has previously been misused by the person or Company requesting
the issue of an AVP.
An AVP is issued by reference to the condition of the vehicle/equipment as presented on its first
use CAP 642 safety inspection.
Any modifications, adaptations or alterations to a vehicle require a further inspection by a
competent person, to confirm that it remains compliant with manufacturers recommendations

ASI 32 Page 10

and has obtained confirmation and cover from the Operators insurance company before being
used airside.
4.4
Security Obligations
AVPs are non-transferable. Should an operator sell, scrap, transfer or otherwise dispose of a
vehicle/equipment then the operator to whom the AVP was issued, must immediately return
the AVP to MA MT to be cancelled.
If an AVP is mislaid, lost or stolen it must be reported immediately to Manchester Airport Motor
Transport (MT) and Greater Manchester Police (GMP) Airport Police Station. An administration
fee will be levied by MA to replace lost or stolen AVPs.
AVPs must also be returned to MA MT at their request and when the AVP has expired.
4.5
Removal of an AVP
An AVP will be removed from any vehicle/equipment that cannot meet the required standard.
If an AVP is removed from a vehicle or GSE by Airfield Operations, that AVP must be retrieved by
the vehicle operator from Airfield Operations prior to the vehicle/equipment returning to
operate airside at Manchester Airport.
The operator cannot apply for another AVP whilst the vehicle/equipment has an AVP under
suspension.
Any vehicle/equipment involved in an airside safety related accident/incident involving vehicles
or equipment, will have its AVP automatically removed by Airfield Operations. The
vehicle/equipment will be sent to MA MT to undergo a CAP 642 inspection. This inspection will
be at the operators expense.
If there is reason to believe that a government agency or control authority will need to see the
vehicle/equipment in its present condition, Airfield Operations will initiate quarantine of the
vehicle and the Operator of the vehicle/equipment acknowledges and confirms MAs right to
quarantine the same.
The operator must contact MA MT for a copy of the completed CAP642 Inspection Sheet and
MA MT will fax a copy of the same CAP 642 Inspection Sheet to Airfield Operations.
Upon the operators application and through Manchester Airports AOR process:
Airfield Operations will issue an AOR to the employee, employer or company.
The employer then has 21 days to respond in writing to Airfield Operations stating the actions
taken.
Details of the AOR will be recorded on the Airfield Incident and Infringement
database.
It will automatically generate an email to the company informing them of the AOR details.
If the company has not replied within the 21 day period of the AOR being issued a reminder will
be generated two weeks by email using the same electronic process for a period of two months.
If a response is not received within two months, the Airfield Operator Administrator will then
address individual cases subject at all times to MAs right to withdraw the AVP should
circumstances warrant.

ASI 32 Page 11

Airfield Operations will only consider reinstatement of the AVP if in receipt of an adequate and
satisfactory CAP 642 Inspection Sheet and any other information or documentation considered
relevant by Airfield Operations.
4.6
Records
MA MT will maintain insurance details and records of all AVPs issued, which will include the
identifying number of the vehicle, the Operators name and the issue date of the permit.
An authorised representative of the Operator must sign to indicate that the AVP has been
received.
ASCD will in conjunction with the CAP 642 Inspector conduct annual audits of those Operators
who have been approved to self-certify and carry out CA P642 inspections.
ASCD will maintain the records of these audit reports.
The CAP 642 Inspector will carry out vehicle safety inspections on airside locations weekly in
every calendar month. The results of such inspections will be documented within the monthly
Manchester Airport Airfield Safety Management Report.
4.7
Insurance Details
All Operators applying for an AVP must submit an original Insurance Certificate and maintain
insurance for the full AVP term. Should the Certificate expire part way through the dates applied
for, then a new Certificate of Insurance should be supplied on or within seven days of the date
of expiry. Failure to do so will result in the withdrawal of the AVP.
The minimum value of liability required for the issue of an AVP is not less than 50,000,000 GBP
(Fifty Million Pounds) to cover airside vehicle and driving activities.
For further information on Insurance Policy requirements refer to the Manchester Airport Group
Schedule of Charges and Terms and Conditions of Use.
4.8
Legal Aspects
It is an offence under Section 21B and 21C of the Aviation Security Act 1982, as amended by the
Aviation and Maritime Security Act 1990 to:
Give false information either for the purposes of or in connection with an application for an AVP
or in connection with continued holding of an AVP that has already been issued.
Go with or without a vehicle on any part of the restricted airside area of the airport without
permission of Manchester Airport.
Failure to meet the requirements will result in the AVP being withdrawn and the vehicle
removed from airside areas and formal legal action being pursued by MA.
Further information relating to Vehicle and Equipment Standards for Operating Airside at Manchester
Airport is available on Manchester Airports website www.magworld.com
(http://www.magworld.co.uk/magweb.nsf/Content/VehicleandEquipmentStandardsforOperatingAirs
ide).

ASI 32 Page 12

FOD & Airfield Sweeping

Owner
1
FOD MANAGEMENT AND CONTROL PRINCIPLES

Manchester Airport (MA) will endeavour to reduce the risk to aircraft from FOD through a
combination of methods, including;
The operation of an airside cleansing regime
Providing certain facilities for the collection and disposal of FOD
Educating airside users about the hazards of FOD and their roles and responsibilities in
its control
Arranging regular publicity campaigns / events to explain the hazard that FOD presents
to aircraft safety
Highlighting good and poor practice in relation to FOD management / control to the
airport community
Providing periodic FOD awareness training for all MA employees who work airside
Requiring other companies who are involved in airside activities to provide FOD
awareness training to their employees
Ensuring that, as part of the design process for any airside development / construction
project, consideration is given to ensuring that the future operation of the facility does
not create FOD issues.
Requiring all airside construction / maintenance works to include a project specific FOD
control plan.
Actively investigating all reported FOD incidents and publicising any lessons learned
Enforcing the Airside Infringement Scheme as it relates to FOD
Identifying and, wherever possible, eliminating FOD hot-spots or entrapment areas,
either through infrastructure improvements, publicity campaigns, change of use or a
combination of such measures
Making it a mandatory requirement for all Ground Handling Licensees and airside
tenants to produce a FOD prevention / management policy
AIRSIDE FOD COLLECTION / CLEANSING REGIME

As far is reasonably practical, MA will endeavour to ensure that;
FOD is prevented from finding its way onto any part of the Movement Area
FOD present on the Movement Area is removed as soon as possible / practicable
MA will employ a number of methods to achieve these aims. These will include;
a)
Provision of FOD Bins A minimum of one FOD bin will be located at a strategic
position at the head of each stand. Their purpose is to enable airside workers to dispose of small
items, which might become a hazard to aircraft, i.e. padlocks from bags.
They are not to be used to deposit other rubbish e.g. waste from aircraft. Any individual who is
seen depositing inappropriate material into a FOD Bin may be subject to action in accordance
with the Airfield Infringement Scheme (ASI 13). FOD Bins will be emptied once per day.

ASI 33 Page 1

b)
FOD Removal: Aprons and Taxiways - In order to minimise the risks to aircraft, FOD
control activities will be undertaken on the movement area by MA 24 hours per day. This
activity will be undertaken by a combination of mechanical road, precinct or FOD BOSS
sweepers, handpicking or other suitable methods.
MA will endeavour to ensure that all stands and taxiways are swept at least twice per day.
However, the frequency and timing of FOD management activities will be dependent on a
number of factors, including the availability of stands, weather conditions, direction of runway
use, aircraft movements etc. Additional ad-hoc sweeping will be provided if and when required.
c)
FOD Removal: Other Airside Locations - FOD clearance operations in other airside areas
will predominantly consist of either hand litter-picking or mechanised sweeping with a small
precinct sweeper. The areas that are covered by this regime include;
Defined sections of the perimeter fence
Pantograph (FEGP) baskets
Under and 3m outwards from the terminal building lines
Around ULD and other designated equipment storage areas
3
RESPONSIBILITIES
Everybody who works airside at MA is responsible for:
Ensuring that their personal activities do not generate FOD
Removing any FOD which they observe, regardless of whether or not it relates to their
activities
Removing FOD from vehicles and equipment as a preventative measure
Inspecting vehicles frequently during use to check for loose parts, open doors etc
Not choosing to ignore FOD
Reporting persistent FOD problems in their area of work, to their Line Manager or MA
Airfield Duty Manager (Ext 3331)
Whilst the requirements outlined above cover every individual working airside, certain
individuals and organisations shall have specific responsibilities and duties as outlined below.
Baggage Handlers
Frequent inspections of vehicles and equipment in order to identify any materials that could
create FOD
Inspection of the apron areas following the completion of loading /unloading
Airbridge Operators
Inspection of the airbridge prior to and following every operation
Aircraft Operators
The regular removal of rubbish from aircraft holds

ASI 33 Page 2

Cabin Crew
Ensuring that bags of rubbish removed from their aircraft are not left on or around the
stand (including on airbridges)
Aircraft Engineers / Refuellers
Inspecting the apron area around any aircraft with which they have been working on to
ensure no tools, equipment or general FOD has been left on the stand
Aircraft Cleaners
Carrying and not throwing bags of rubbish (which may split)
Checking work areas after completion of tasks and removing all rubbish and FOD
Construction Workers
Ensuring that vehicles taking plant and materials to / from the working area are clean and
do not deposit mud, stones or other debris on the movement area
Taking measures to ensure that no materials from the works area find their way onto the
movement area, whether this be by being blown, spilt or by any other methods
Airfield Operations and Other MA Staff
Being particularly vigilant whenever active on the movement area.
Carrying out formal routine inspections as required by the ADM.
Reporting to all regular offenders, and specific problems relating to FOD.
Handling Agents
As part the preparations for accepting an aircraft onto a stand, carry out a pre aircraft arrival
FOD inspection
Push-back Crews / Tug Drivers
Undertaking a pre-pushback FOD check of the stand and adjacent taxiways
4
HIGH WINDS
In addition to the general and specific responsibilities set out in Section 4 above, all airside staff
should also be particularly vigilant prior to and during periods of high winds. In particular, they
should take all necessary and reasonable steps to ensure that any plant, equipment or other
material that may cause a FOD hazard if blown onto the movement area is securely fixed or
stored before the onset of the high winds. Further guidance on the steps that should be taken
by all parties when high winds are forecast are also contained in ASI 17, Strong Wind and Gale
Plan.

ASI 33 Page 3

5
INFRINGEMENT SCHEME
Any airside organisation, their agents / sub-contractor and / or employees found not to be
taking reasonable steps to prevent or assist with the prevention and removal of FOD may be
subject to redress through the Airfield Infringement Scheme (ASI 13).

ASI 33 Page 4

Detention of Aircraft

Owner
1.
Procedure
In accordance with the provisions of Article 232 of the Air Navigation Order, specified
Manchester Airport personnel are authorised by the UK Civil Aviation Authority (CAA) to detain
aircraft for reason of safety, that is, if it is suspected an aircraft is intended to be flown in such
circumstances as to be a danger or while in a condition unfit for flight. In such cases, authorised
personnel may direct the operator or commander of an aircraft not to permit it to make a
particular flight.
Only Manchester Airport personnel holding a valid CAA Authorisation Card are permitted to
exercise powers under Article 232 of the Air Navigation Order.
In the event it is necessary for authorised personnel to exercise powers to prevent an aircraft
from flying, action will be taken in accordance with the conditions of authorisation only and
immediate assistance will be sought from appropriate regulatory officials within the CAA.
2.
Authorised Personnel
Manchester Airport personnel authorised to exercise powers under Article 232 of the Air
Navigation Order are:
Rad Taylor (Operations Director)
Steve McCusker (Head of Airside Operations)

ASI 34 Page 1

Removal of Disabled Aircraft

Owner
1.
Introduction
A disabled aircraft can have an impact on the business and operations of Manchester Airport
(MAN). It is therefore imperative that plans are in place to remove any disabled aircraft as
expeditiously as possible.
2.
Definition
The ICAO Airport Services Manual Part 5 Removal of Disabled Aircraft defines the removal of
disabled aircraft as being three distinct areas aircraft debogging, aircraft recovery and aircraft
salvage. These three types of removal are further defined as follows:
Aircraft debogging The removal of an aircraft from a runway or taxiway where the aircraft has
become bogged down but has relatively little or no damage is considered a debogg.
Aircraft recovery Any aircraft that is unable to move under its own power or through the
normal use of an appropriate tow tractor and tow bar will be considered an aircraft recovery.
Examples are:
one or more landing gear off the hard surface of a runway, taxiway or apron;
aircraft bogged down in mud or snow;
one or more landing gear collapsed or damaged;
an aircraft that is considered to be economically repairable.
Aircraft salvage An accident or incident in which the aircraft sustains substantial damage and
the insurer considers the hull a constructive loss will be considered aircraft salvage.
Responsibilities
The registered owner or aircraft operator will always retain complete responsibility for the
removal of the disabled aircraft. All airline operators at MAN are expected to have aircraft
recovery plans.
It is the responsibility of the aerodrome operator however to coordinate the aircraft recovery
operation and ensure that the disabled aircraft is removed in a timely and efficient manner.
They are also responsible for ensuring that an Aircraft Recovery Co-Ordinator of Disabled
Aircraft Removal Operations is appointed.

ASI 35 Page 1

Removal of Disabled Aircraft
The Airline/Aircraft operator or their designated agent (hereafter referred to as the Aircraft
Operator) is responsible for the following:
Ensuring that they are equipped with the necessary insurance and technical advice,
supervision and the provision of all necessary equipment and materials.
Salvaging and removing the disabled aircraft as quickly as possible. Regular users of the
airport must ensure that they have adequate facilities to conduct their own recovery
operations or where they do not have these facilities, they must have contractual
arrangements with another agency capable of undertaking the recovery on their behalf.
Informing the Airport of their aircraft recovery contingency arrangements and keeping
the airport company informed of any changes.
Making any arrangements with the UK Border Agency regarding the removal of freight
and/or cargo.
If the aircraft operator or agent refuses to remove a disabled aircraft or neglects to do so within
a reasonable time, and the aircraft is creating either an obstruction, an embarrassment or a
nuisance to the Airport Company or obstructs the Airport Company in carrying out its
responsibilities as an aerodrome certificate holder, the Airport will take independent action to
remove the aircraft.
Alternatively the Airport may be requested to assist with recovery arrangements. The Airport
(or its agents) accept no responsibility for any loss or damage of any kind resulting from this
action and the aircraft operator will be held responsible for all costs and losses incurred
(including consequential losses). A form of indemnity absolving the Airport from third party
liability is to be signed by parties in such cases. The aircraft operator will be required to defray
any charges for work involved in making good damage to Airport property as a result of the
aircraft incapacitation and its subsequent salvage.
The AAIB are responsible for authorising the release of the disabled aircraft. In minor incidents
the AAIB may make the decision not to attend the site and will ask for photographs etc to be
taken. However, their approval must still be sought in this scenario prior to moving the aircraft.

ASI 35 Page 2

Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores
ASI 36 Minimum Standards for Bowsers, Tankers,

Tanks & Chemical Stores
Owner
1.
Environment Manager
GENERAL REQUIREMENTS
All storage facilities for bulk liquids should be adequate to prevent any leakage that could be a
health and safety hazard and/or cause pollution. In general, the standards set out in the Control
of Pollution (Oil Storage) (England) Regulations 2001 should be adopted.
Any vehicles and trailed equipment operating airside at Manchester Airport are also subject to
Airside Standing Instruction 32 Airside Vehicle & Equipment Standards.
2.
STANDARDS
2.1
Mobile Bowsers that cannot be moved under their own power

Mobile Bowsers that cannot be moved under their own power, including those used for storage
of:
Oil or fuel;
Waste oil or fuel
should be:
Double skinned /self bunded with 110% of the tank capacity provided within the bund;
In good condition without leakage;
Hatch/fill point kept locked to prevent unauthorised use;
Generally located in a position that is protected from impact;
Labelled with:
o the company name and a contact number;
o the type of fuel;
o the capacity of the tank/bowser;
o hazard symbols as required.
Mobile bowsers that are solely used for water do not need to comply with this standard, but
must be clearly labelled with the company name and contents.
2.2
Bowsers and tankers that are moved under their own power
Bowsers and tankers that are moved under their own power, including those used for:
Vehicle or equipment refuelling;
Toilet effluent;
Aircraft deicing
should be:
In good condition with no leaks;

ASI 36 Page 1

With ancillary equipment in good condition and with no leaks, including but not limited
to, hoses, sight glasses, fill points, valves, pumps etc.;
Hoses to be secured when the vehicle is in transit;
Fill and dispensing points to have a secure cap that is connected to the body of the
bowser so that it cannot be lost;
Labelled with:
o the type of fuel/material being held;
Additional requirements for fuel bowsers:

A spill kit should be carried on the vehicle to allow the clean up of small spillages,
including any plastic bags/shovels as required to facilitate the sweep up and disposal of
any used spill kit by the operator.
2.3
Static bulk tanks

All static bulk storage tanks (greater than 200 litres) used for:
Fuel or oil;
Waste fuel or oil;
Deicing chemicals
should be:
Provided with secondary containment such as:
o Integral bund/double skin;
o Impermeable bund wall;
o Stored within a chemsafe or similar bunded and covered container;
With the secondary containment holding at least 110% of the tank/container capacity;
Protected from impact by Armco barrier or similar;
Labelled with:
IBCs of deicing fluid may be permitted on the airfield in the following circumstances:
As a temporary measure only;
In an area agreed with Airfield Ops and Environment;
Where protected from impact.
2.4
Static chemical/oil stores

Static stores of smaller containers (less than 200 litres) of materials including:
Fuel/oil;

ASI 36 Page 2

Waste fuel/oil;
Chemicals;
Detergents
should be:
Stored within a chemsafe or similar bunded and covered container.
The chemsafe/container should be:
Generally located in a position that is protected from impact;
Labelled with:
o hazard symbols as required;
Preferably kept locked;
Regularly inspected and any spillage in the bund removed.
3.
FURTHER INFORMATION
Further information on environmental standards for Oil Storage can be found at
https://www.gov.uk/topic/environmental-management/oil-storage
Additional information may be obtained from MA environment department

ASI 36 Page 3
AMENDMENT FORM
The Airfield Planning & Compliance Manager is responsible for ensuring the Aerodrome
Manual is reviewed annually and is responsible for retaining editorial control of the
Aerodrome Manual.
All users of the Aerodrome Manual should submit an amendment form to instigate change
as a result of changes in contact details, Policy or procedural change in the light of
operational experience.
The amendment form will be reviewed by the Airfield Planning & Compliance Manager and
where appropriate submitted to the Operational Safety Management Committee for
approval and implementation.
Please use the form to identify any amendments you wish to make to your Airside Standing
Instructions.
In the case of title/contact number changes they will be updated in the electronic copy as
soon as possible and other changes once approved.

Amendments Page 1
Amendment Form
To:

5th Floor, Olympic House, Manchester Airport M90 1QX
chris.wild@manairport.co.uk
From:
Position:
Company:
Contact No:
Date:
ASI/Section
Reference
Subject
Comments/Changes
Please use this form as a master copy

Amendments Page 2

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Manchester Airports Group

Airfield Operations, Safety & Compliance

5th Floor Olympic House,

0161 489 5035

20160101 Manchester Airport Aerodrome Manual v1

20160101 Manchester Airport Aerodrome Manual v1

Part B - Safety Management System

SAFETY POLICIES & MANAGEMENT STRUCTURES------------------------------ 8

20160101 Manchester Airport Aerodrome Manual v1

Head of Airside Operations ---------------------------------------------------------- 18

SAFETY INTERFACES & STAKEHOLDERS-------------------------------------------- 32

SAFETY TARGETS-------------------------------------------------------------- ---------- 33

EMERGENCY PLANNING----------------------------------------------------- ---------- 34

DOCUMENT & DATA MANAGEMENT----------------------------------------------35

20160101 Manchester Airport Aerodrome Manual v1

Part A - Page iii

Safety Risk Management------------------------------------------------ ---------- 39

AIRFIELD SAFETY REPORTING & INVESTIGATION------------------------------- 51

SAFETY PERFORMANCE MONITORING-------------------------------------------- 54

20160101 Manchester Airport Aerodrome Manual v1

SAFETY COMPETENCY FRAMEWORKS--------------------------------------------- 64

THE MANAGEMENT OF CHANGE---------------------------------------------------- 65

SAFETY TRAINING & EDUCATION--------------------------------------------------- 69

Part C - Particulars of Aerodrome Site

LOCATION AND ELEVATION------------------------------------------------ ---------- 2

20160101 Manchester Airport Aerodrome Manual v1

Aircraft Parking & Docking------------------------------------------------------------- 11

Part D - Particulars of the aerodrome required to be reported

NAME AND ADDRESS------------------------------------------------------------------- 2

20160101 Manchester Airport Aerodrome Manual v1

Length, Width and Surface Type of Strip------------------------------------------- 4

20160101 Manchester Airport Aerodrome Manual v1

Part A - Page vii

Competence of MAFRS Personnel--------------------------------------------------- 18

20160101 Manchester Airport Aerodrome Manual v1

Part A - Page viii

20160101 Manchester Airport Aerodrome Manual v1

PURPOSE OF THE AERODROME MANUAL

AERODROME MANUAL STRUCTURE

20160101 Manchester Airport Aerodrome Manual v1

AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE

20160101 Manchester Airport Aerodrome Manual v1

CONDITIONS OF USE OF THE AERODROME

OBLIGATIONS OF THE AERODROME OPERATOR

20160101 Manchester Airport Aerodrome Manual v1

GLOSSARY TERMS & CONDITIONS

20160101 Manchester Airport Aerodrome Manual v1

20160101 Manchester Airport Aerodrome Manual v1

20160101 Manchester Airport Aerodrome Manual v1

20160101 Manchester Airport Aerodrome Manual v1

Engineering Shift Team Manager

20160101 Manchester Airport Aerodrome Manual v1

Personal Protective Equipment

20160101 Manchester Airport Aerodrome Manual v1

20160101 Manchester Airport Aerodrome Manual v1

NAME AND ADDRESS OF AERODROME

NAME AND ADDRESS OF CERTIFICATE HOLDER

LEGAL POSITION REGARDING AERODROME CERTIFICATION