AOP 13 –

Apron
Management

VERSION No: 1.0

Document Control

Version Amendment Date Amended By

1.0 01/08/2020 AOUS

1 SECTION 1 Apron Management General / Safety Responsibilities

1.1 Aims and Objectives
Whilst the Airport Company will set the framework for safety management, it is fundamental
to safe airside working that all airport users work together to ensure the presence of a ‘safety
culture’ and the use of ‘best practice’ to reduce the risk of accidents. To this end each
organisation operating at the airport has a responsibility to ensure that safety standards are
maintained and wherever possible improved. Therefore the following requirements apply to
all organisations operating at the airport:

 Managers must have terms of reference for safety responsibilities.

 All staff must be provided with safe systems of working and be adequately trained to
undertake the tasks that they are required to undertake.

 Managers must ensure that risk assessments have been undertaken for all
tasks/procedures and that all reasonable steps to reduce risks have been considered
and implemented in accordance with the relevant legislation.

1.2 Procedures
It is the responsibility of all managers or section heads to ensure their staff are trained, briefed
and understand the requirements of apron/airside safety procedures and that a system is
established by each organisation to ensure these procedures are complied with. The
procedures must cover such aspects as individual discipline in airside/apron areas, driver and
vehicle operations, safety aspects of equipment use, equipment serviceability, equipment
parking, control and guidance of passengers and safety aspects close to aircraft, engines and
propellers.

1.3 Mobile Telephones

In line with widespread guidance on the potential effects of mobile telephones, LBA requires
that no mobile telephones are used in airside areas as follows:
  Within 10 metres of a refuelling aircraft or bowser that is refuelling an aircraft.

 Within 10 metres of a vehicle refuelling operation.

 By passengers who are outside of the Terminal Buildings or airbridges.

Handling agents and airlines are to ensure that passengers are instructed to turn off their mobile
telephones when outside of the Terminal Building or airbridges.

All staff operating in airside areas and who are required to use a mobile telephone for
operational duties may use mobile telephones in compliance with the requirements above
However, when doing so they must exercise care and caution in regard to their surroundings
and immediate activities that may be taking place. Under no circumstances must a mobile
phone be used whilst driving a vehicle unless it is equipped with hands free capability.

1.4 Airside Driving Permissions

Airside drivers are responsible to ensure they only operate in the areas their driving pass
authorises them to do so. All airside drivers with ‘manouvering area privileiges’ must obtain
permission from ATC (and remain in contact with) before entering the manouvering area.
Drivers included in the free ranging scheme are excluded from this requirement.
Notwithstanding this, ALL persons are required to contact ATC before entering the runway.

1.5 Smoking
Smoking (including Electronic Cigarettes) in airside areas is NOT PERMITTED.

1.6 Walkways and Crossing Points

Pedestrian walkways and road pedestrian crossing points are clearly marked and all users are
to pay particular attention to passenger/pedestrian movements to/from aircraft in the vicinity of
vehicle/equipment operations.

1.7 Passenger Escort

Handling agents that are responsible for the safe escort of passengers in airside areas are to
ensure that there are sufficient staff available to adequately supervise passengers on the
apron. This is to include the safe supervision of passengers walking to/from the terminal
building and the issue of appropriate guidance to ensure passenger safety. Escorts are
responsible to ensure that excessive build-up of traffic is not caused on the apron road by the
crossing of passengers. CAP 642 provides further guidance for airside users. Whilst
passengers always take priority over vehicles, passengers should be held short of any
designated walkays to allow vehicles to proceed. Discretion should be applied however by all
airside users to find a balance between flow of passengers and flow of vehicles.

1.8 Remote Stands

For passengers requiring access to remote stands (Stand 1 and stands 19-21C) passenger
transfer coaches will be provided as required. Access to the above stands for those undertaking
tasks related to aircraft parked on these stands should ideally be achieved with the use of a
vehicle. However, those staff that are familiar with the layout and have the relevant personal
protective equipment to meet the requirements below may access these areas as a pedestrian
but must pay due attention to vehicular and aircraft movements in the area, ideally utilising the
verge around the edge of the apron. Staff are not permitted to walk to this area during hours of
darkness or in LVP’s
1.9 High Visibility Clothing
The wearing of hi-visibility clothing has long been regarded as one of the key elements of
managing safety in the airside environment. The airport company makes it a mandatory
requirement for all staff, and contractors entering the area, including contractors to meet this
requirement.

Hi Vis clothing must be worn properly fastened so that the wearer is afforded ‘all round’
protection, the front of Hi Vis waistcoats and jackets must not be left unfastened. The definition
of Hi Vis clothing that has been adopted by LBA, as a minimum, is defined as 'a waistcoat that
is day-glow yellow or orange in colour (blue for use on GPU) and incorporates retro-reflective
material to a standard that meets BSEN 47: 2003’'. Orange apparel is only to be worn by
members of AOU and approved operational members of staff. Such waistcoats are readily
available from many stockists of safety supplies. Should an organisation wish to use an
alternative colour scheme for their Hi Vis clothing, this must be approved by AOU/Head of
Airfield Services prior to its introduction.

It should be noted that all persons working in any external airside areas, including walkways,
engineering yards, storage areas etc. are required to wear Hi Vis at all times, including transit
to/from their place of work when starting or ending their period of duty. Aircraft crews are not
exempt from this requirement and are required to comply. Aircraft passengers are the
responsibility of the appropriate aircraft crews and/or the handling agent who must ensure that
they are escorted by persons correctly dressed in the appropriate Hi Vis clothing.

Staff are responsible for ensuring their PPE is maintained correctly and is in always in clean
and good condition.

1.10 Lighting of Apron Activities during the Hours of Darkness

All non-standard activities on the apron, regardless of the time of day, require prior permission
from AOU who can be contacted on 0113 391 3231 (internal extension 3231) / 07813 817314.

Upon receipt of permission, it is the responsibility of the party undertaking the activity to ensure
that sufficient lighting is in place to provide safety.

1.10.1 Mobile Lighting Columns

Should the need arise; two mobile lighting columns will be available on the apron.

AOU will hold the key and control placement. All requests for access to additional task lighting
should be made through AOU.

The maximum operating wind speed is 43 knots and these units should not be used in
conditions when the wind speed is likely to exceed this limit.

1.10.2 Lighting Tower Operation Procedures

Instructions for the erection of the tower and switching the generator and lighting are clearly
shown on the top of the housing.

It is extremely important to ensure that the two supporting legs are lowered and locked into
position with the adjustable locking arms set to ensure that both feet are firmly on the ground
(as per the instructions on the unit). The units will blow over very easily if this is not done.

The units must only be placed on level ground to ensure stability.

When positioning the units, it is far easier to move the units with the telescopic assembly (fully
retracted when in storage) in the vertical position to balance the weight of the unit evenly.

If additional fuel is required, the units operate on red diesel.

1.11 Aircraft Arriving on Stand

Staff must not approach an aircraft that has maneuvered on to stand until:

 All engines have been shut down

 The anti-collision beacons and strobe lights have been turned off.

 The engineers or the handling agent has applied chocks to the nose or main wheels.

 Protective cones been deployed

 The only exception to this rule is noted - Connection of Ground Power Unit with
Engines Running Procedures

1.12 Use of Cones

It is MANDATORY to use protective cones across all apron parking stands and the cones to
be used should be of sufficient weight and design that they do not present a hazard to vehicles,
aircraft or pedestrians if wind blown on the apron. Cones must comply with British Standard
BS873 and the average weight of each cone is approximately 5Kg.

The high visibility reflective jacket attached to the cone should be adequately secured to the
cone and replaced if it becomes significantly damaged.

The ground handler is responsible for the immediate return of the cones to the designated safe
storage area after use,. The airline handlers’ procedures should determine the use of cones
during strong wind warnings and apply them accordingly if the wind speed restrictions are lower
than that stipulated by LBA.

1.12.1 Positioning of Cones

For guidance purposes, cones would normally be placed 1m outside the plan profile of each
wing tip, the tail and each engine.

Airlines and ground handlers should develop their own procedures to achieve this and, if their
risk assessment identifies, introduce additional cone positions around the aircraft.

1.12.2 Storage and Transportation

All cones are to be stored in such a way so as not to create a FOD hazard or impede passenger
movement. Consideration must also be given to any weather warnings that could affect the
storage/use of the cones (e.g. strong wind warnings).

Once the cones have been used and are no longer required after an aircraft turnround has
been completed they are be transported immediately to their designated storage area.
1.12.3 Weather Limits
Due to the risk of cones becoming a FOD hazard they are not to be used when winds exceed
30kts.

1.13 Passenger Inert Guidance Systems (PIGS)

Irrespective of whether the aircraft is being boarded by the rear steps, PIGS should always be
deployed.

PIGS deployed on the ramp should be in serviceable condition. We would request that
operators introduce a system to keep track of PIGS and their condition.

1.14 Storage of Aircraft Chocks

There should not be more than two chocks on any vehicle that enters any taxiway.

Vehicles moving on apron roads should only carry sufficient chocks so as to enable an aircraft
to be fully chocked in accordance with the appropriate airlines handling instructions.

Chocks that are not in use are to be stored in the appropriate designated yellow chock bins
should they not have a designated storage location such as tug baskets etc. (the exception to
this is the fixed sided red Jet2 trolley which was provided internally for storage of cones and
chocks)

4 bins have been provided for the main apron and are located on stands 5, 8, 9, 10, 11 and 13.

Chock Bins have been painted with high conspicuity yellow paint as shown below.

Chock Bins have been created by the airport to minimise congestion airside by improving and
refining the parking and storage of equipment in the respective bays. Chocks (however in the
bays) are frequently thrown on the ground after use which is restricting the use of the equipment
bay for the GSE it is intended to serve.

1.15 Airside Warning Lights – Fire Station Warning Lights

There are a number of reasons why the red warning lights on each side of the fire station may
be illuminated. The specific purpose of the lights is to provide an alerting system for pedestrian
or vehicular traffic of the potential for fire vehicles to be leaving the fire station for a number of
scenarios. These could include:-
  Aircraft Emergency
 Whenever the airport siren is activated
 Emergency Exercise Response

There are two sets of warning lights in relation to the fire station. One set are located on the
apron side corner of the baggage hall B airside facility. The second set is located on the western
side of the fire station. All lights are located on raised steelwork that can be seen by both
pedestrian and vehicular traffic using the route across the front of the fire station.

A visible check of the hatched area is required to ensure it is safe to proceed if the lights are
not illuminated. When the Red warning lights are flashing all vehicles must stop as fire vehicles
are likely to be exiting the fire station or about to do so. Vehicles must not proceed across the
hatched area unless permission has been obtained from one of the fire vehicles that it is safe
to do so. Once the fire vehicles have responded to an incident, the hatched area will be
designated as the Rendezvous Point (RVP) for external emergency services. Airside drivers
must be aware of this and operate with extreme caution, paying particular attention to any
directions given by the RVP co-ordinator

1.16 Low Visibility Procedures (LVP) Indication Lights

There are a number of LVP warning signs located on the aerodrome. On the main aircraft apron
side of the airfield, these are located as follows:

 Western side of the fire station mounted on the facing wall as vehicles and staff
proceed from the main security control.
 On the structure of the stand 7 passenger boarding bridge
 On the structure of the stand 8 passenger boarding bridge
 On the centre of the remote gate building abeam stand 15
 On the corner of the apron road as you approach stand 19
 On the Southside of the airfield, a sign is located adjacent to the Multiflight security
entrance.

AOU are responsible for illuminating and extinguishing LVP beacons as appropriate (with the
exception of the beacon on the West Side of the Fire station which is illuminated by Security)

At the initiation of LVP conditions, ATC will complete a check-list of the following parties.

 AOUS
 Fire Operations
 Fuellers
 Southside Security Gatehouse
 Security Gate House
 Multiflight
 Jet2
 AGL
 ATE
 Swissport
 Groundsman

Similarly, on cessation of LVP procedures, those above will be advised in order that the signs
can be extinguished.
1.17 Connection of Ground Power Unit with Engines Running
1.17.1 General
There have always been situations where airside workers need to be in the vicinity of aircraft
with engines running (e.g. connection of GPU when the APU is unserviceable or during
pushback). However there has been a general understanding that no-one should approach an
aircraft until engines are spooled down and the anti-collision lights have been switched off,
unless specifically trained and authorized to do so.

This procedure is required to be used when there is an operational requirement to connect the
Ground Power Unit (GPU) whilst the engines are running.

The basic rule of not approaching an aircraft with engines running and anti-collision lights on
cannot be applied in nonstandard situations such as an unserviceable APU on an arriving
aircraft. The following procedures will be carried out by fully trained and competent employees.

All workers in the vicinity must have a comprehensive understanding that there is a
nonstandard operation underway, and who has overall responsibility of this procedure when
carried out.

All signals should be given in line with the requirements of CAP 637 Visual Aids Handbook.

It is strongly recommended, to maximise visibility, that the GPU Supervisor is wearing a long
sleeved yellow hi-vis jacket beneath the blue tabard.

1.17.2 Procedures
Once the flight crew give the “brakes on” signal, see diagram (A) the GPU SUPERVISOR
(identified by a blue Hi-ViS tabard printed with APU on the front and back, see diagram (B) will
check the blades of the engines to establish which engine is still running and subsequently, the
GPU SUPERVISOR will approach the aircraft by the safe route on the opposite side. The safe
route is to approach the aircraft from the front and walk down relevant side no further than the
GPU connection point. Under NO circumstances should an individual walk down the live side
of the aircraft as engine will be running. See diagram (C) and place two chocks (one to front
and one to rear) of the nose wheel of the aircraft.

No-one else is to approach the aircraft at this time. All other staff to watch the aircraft for
movement and to watch out for anyone else approaching the aircraft.

Once the aircraft is chocked, the GPU SUPERVISOR can then attach the GPU lead to the
aircraft using the safe route.

Once the power is connected, The GPU SUPERVISOR will return to the head of stand and
give the signal to flight crew that the power is attached, see diagram (D) The GPU supervisor
will then remove the blue tabard.

If the power does not work when connected, give the “power not available” signal. Diagram (E).
The flight crew will then shut down the running engine and anti-collision lights.

Once the anti-collision lights have been turned off, the engines have spooled down and the
aircraft protection cones have been deployed, it is safe for everyone else to approach the
aircraft.
If the aircraft is required to depart with the APU problem unresolved, the aircraft will be allowed
to start its engines on stand with the assistance of an air start and be pushed back and towed
to the breakaway point, before the tug releases and the aircraft moves off under its own power.

Equally, if an aircraft develops a problem/failure with its APU on stand, then the same
parameters will apply
1.17.3 Diagram (A)”Brakes On” signal

1.17.4 Diagram (B) GPU Supervisor Tabard

1.17.5 Diagram (C) Example Safe Route

1.17.6 Diagram (D) “Power connected” signal

1.17.7 Diagram (E) “Power not Available” signal

Followed by
1.18 Towing/Taxiing of Aircraft
Whilst an aircraft is under tow, the tug driver is responsible for the safety of the aircraft just as
the aircraft commander is when it is taxying. It should be remembered that, irrespective of any
instructions issued by ATC, the tug driver is responsible at all times for ensuring that the aircraft
does not collide with vehicles, aircraft, building or any other obstructions.

When towing an aircraft, it is particularly important to be aware of the extent of the extremities,
such as wingtips, of the aircraft and their proximity to obstructions. In the event that a tug driver
is unsure whether there is sufficient space for an aircraft under tow to be moved safely, he or
she should safely bring the aircraft to a stop and request assistance. If the aircraft stops on the
manoeuvring area, ATC should be advised accordingly.

1.19 Speed Detection & Warning Signs (SDWS)

The SDWS are solar powered with large battery storage capacity and will be operational H24.
The devices
give LBA the ability to collect traffic data of approaching vehicles, showing vehicle speed
classes,
average speed highest speed and percentile speed counts.

 13 MPH - Speed is indicated in the top circle.

 15 MPH - activates the SLOW DOWN command.

Multiple CCTV cameras are focused on the signs and apron road which further assist in
identifying any
airside driver breaching the respective speed limits. The Airside Operations Unit (AOU) will
issue non-compliances against any Airside Driver who is observed breaking the speed limit.
The number of points allocated to the Airside Driving Permit (ADP) will be issued
proportionately to the severity of the breach of speed limit, up to an including removal of ADPs
where appropriate. To reaffirm, vehicles responding to an emergency are exempt from apron
speed limits. (Whilst maintaining responsibility for the safe operation of their vehicle). Further
reaffirmation that in accordance with Aerodrome Manual V1.6 Para 33.8 - The apron road
speed limit is reduced to 5 mph in LVPs.
 2 SECTION 2 – Parking

2.1 Stand Dimensions

The table below shows each stand dimension, maximum aircraft size allowed plus if the stand
has an Inter-stand Clearway.

**Restrictions on size of CODE E A/C due equipment bays etc. Consultation with AOU
Stand Length (M) Interstand
Stand Stand Width (M) Maximum Aircraft
(m) Clearway (m)
1L 20 n/a J41
2x 19.0
1 36.6 n/a B733W
Or
1R 20 1x 34.0 n/a J41
3 38 21 n/a SF340
5 36 28.9 n/a F100/B733
6 34 28.9 n/a B733W
7 42 36 7.0 A320
8 63 40 7.0 B752W (B763W*)
9 52.0 41.9 7.15 B752W
10 52.0 36.6 7.15 A321/B738
11 52.0 41.9 7.15 B752W
12 52 36.6 7.15 A321/B738
13 52 36.6 7.15 A321/B738
14 56.0 41.9 7.15 B752W
14A CODE E **
15L 52 n/a A321/B738
15R 52 n/a B752
16L 52.0 n/a B733W
M.A.R.S
16R 52.0 n/a B752W
1x 36.0 &
17 52.0 3 x 32.0 n/a B733W
18L 52.0 n/a B752W
or
18R 52.0 3 x 42.0 n/a B733W
19 48 42 n/a B752W
20A 40 36 n/a B738W/A320
20B 48 42 n/a B752W
21A 48 42 n/a B752W
21B 40 36 n/a B738W/A320
21C 48 42 n/a B752W
required before use.
2.2 M.A.R.S (Multi Aircraft Ramp System)
Stands 15L-18R have been designed to give greater flexibility for increased parking capacity
of larger aircraft through installation of a Multiple Aircraft Ramp System (M.A.R.S) across these
stands.

The following tables show the various aircraft parking options available across stands 15-18
with the aircraft type currently operating from LBA.

2.2.1 Option 1
STAND WIDTH(M) LENGTH(M) AIRCRAFT TYPE
15L 36.0 52.0 B738/A321
16L 29.7 52.0 B733W
17 29.7 52.0 B733W
18R 29.7 52.0 B733W
2.2.2 Option 2
STAND WIDTH(M) LENGTH(M) AIRCRAFT TYPE
15 R 41.50 52.0 B752
16R 47.0 52.0 B752/A320/B738
17 0 0 UNAVAILABLE
18L 47.0 52.0 B752/A320/B738
2.2.3 Option 3
STAND WIDTH(M) LENGTH(M) AIRCRAFT TYPE
15L 36.0 52.0 B738W/A321
16R 47.0 52.0 B752/A320/B738
17 0 0 UNAVAILABLE
18R 29.7 52.0 B733
2.2.4 Option 4
STAND WIDTH(M) LENGTH(M) AIRCRAFT TYPE
15R 41.5 52.0 UNAVAILABLE
16L 29.7 52.0 B733
17 0 0 UNAVAILABLE
18L 47.0 52.0 B752/A321/B738
2.2.5 Option 5
STAND WIDTH(M) LENGTH(M) AIRCRAFT TYPE
15R 41.5 52.0 B752
16L 0 0 UNAVAILABLE
17 0 0 UNAVAILABLE
18L 47.0 52.0 B752/A321/B738
PLEASE NOTE THAT AIRCRAFT CANNOT PARK ON STAND 15R AND STAND 16L
SIMULTANEOUSLY.
2.3 Standard Nose-In Parking
It is LBA policy that all aircraft parking on the main apron will be parked nose-in except
when:

 Strong current or forecast winds that may require “into-wind” parking

 No suitable tow/push bar is available

 The aircraft exceeds the stand dimensions

Aircraft must not enter an allocated parking stand until visual guidance from the marshaller is
received.

Parking stand allocation is at the discretion of the AOU. Any applications for changes to stand
allocation must be made to AOU by telephoning 0113 391 3231 or internal extension 3231.

Stand dimensions vary. Full details of the current stand dimensions and typical aircraft types
that may utilise the stand can be obtained from AOU.

Larger aircraft may be parked where suitable safety measures are employed to the satisfaction
of the AOU. These may include measures such as closing the inter-stand clearway, use of
wing tip markers etc. However, the minimum wing tip clearances for aircraft utilising a
marshaller or approved stand entry guidance of 4.5 metres should never be compromised.

2.4 Into Wind Parking

Whilst nose-in parking is the standard policy at LBA, it is understood that occasions may exist
when this cannot be achieved. Primarily these will be when:

 Strong existing or forecast winds could result in structural damage to aircraft

 It is not possible to push the aircraft back due to tow bar failure or incompatibility.

 Aircraft size precludes standard parking.

 Engineering maintenance work requires the operation of aircraft weather radar on

stand.

In such circumstances, the AOU will advise Air Traffic Control (ATC) that non-standard parking
is to be employed, the stand to be used and the orientation required (i.e. facing east / west /
south / north).

During non-standard marshalling manoeuvres, the marshaller must use a ‘wingman’ to assist
and ensure adequate obstacle clearance is achieved.

Any requests for nose out parking must be made to the AOU.

On receiving such request, AOU must consider the effects that non-standard parking will have
on adjacent stands. Points to consider include:

 Jet blast on adjacent stands and apron road during the arrival or departure phases of
the turnround.
  The possibility of rendering adjacent stands unusable due to wing, nose or tail over-
hang.

 The aircraft size in relation to the stand dimensions.

 Safety measures to protect both personnel and aircraft during the arrival and departure
phases of the turnround.

2.5 Aircraft that Exceed Stand Dimensions

In such circumstances, the AOU will plan carefully whether to park nose-in or non-standard
ensuring:

 The proposed parking location does not infringe any part of the taxiway system
delineated by a double white line.
 No aircraft surfaces (especially the tail) infringe the runway transitional surface
 Sufficient distance exists between wing tips, tail, nose etc. and aircraft on adjacent
stands.

In the event that any parts of the aircraft extend beyond the marked limits of a stand, these
extremities must be protected immediately after parking by marker boards (lit at night) to
prevent the danger of collision. Where appropriate inter-stand clearways should be closed or
restricted using appropriate marker boards to prevent equipment coming into contact with an
aircraft. The additional use of aircraft protection cones in vulnerable areas should be used to
supplement the marker boards

2.6 Parking B767W on Stand 8

The inter-stand clearways between stands 7-8 and 8-9 must be barriered off by the means of
bad ground markers at the apron road end for the arrival and the departure of the B767W.

The use of the interstand clearway between stand 7-8 is to be kept to a minimum. This is
due to the reduced clearances available whilst the B767W is parked on Stand 8. Also, the
B767W takes its fuel on via the port side wing so the refueller will need to be parked there
until fuelling is complete.

Stand 9 is not to be used for aircraft parking during the turnaround of the B767W. Stand 9 is
to be held solely for the use of vehicles involved in servicing the aircraft.

Stand 7 can still be used for aircraft turnarounds up to aircraft size B733.

2.7 Aircraft Parking on Stand 1

Stand 1 is designated a bussing stand for all arrivals and departures.

In exceptional circumstances, aircraft may be marshalled nose out onto stand 1. This caveat
should only be utilised in the event a visiting aircraft that requires a tow bar not available at
LBA. AOU is responsible for the safe coordination of this activity and are responsible to ensure
that the aircraft dimensions and operating parameters are compatible with the stand. Two
marshallers will be required to be in attendance for this procedures.

2.8 Stand 1 Parking Options

2.8.1 Option 1
Stand Aircraft Type Aircraft Position
1 Left UNAVAILABLE UNAVAILABLE
1 Up to B733W Nose In
1 Right UNAVAILABLE UNAVAILABLE

2.8.2 Option 2
Stand Aircraft Type Aircraft Position
1 Left J41 Nose In
1 UNAVAILABLE UNAVAILABLE
1 Right J41 Nose In

2.9 Marshaller Responsibilities

It is the responsibility of the marshaller to ensure that:

 They are in position at the head of the stand in good time to meet the arriving aircraft.

 A thorough visual check of the stand is made to ensure it is free of FOD and equipment
prior to the aircraft arrival.

 Safe wing tip and tail clearance is maintained throughout the parking manoeuvre.

 Standard marshalling signals are employed at all times.

 In the event that the stand becomes unsafe at any time (e.g. pedestrian, vehicle or
FOD incursion) during marshalling, the aircraft is stopped and held until the stand has
been made safe.

 If operating on stand 7/8, to ensure that the air bridge is fully retracted.

3 SECTION 3 – Pushbacks
3.1 Procedure
When a controller issues a pushback clearance the ground crew will ensure that the pushing
aircraft does not push further than the adjacent stand. The option of a longer push to exit via a
specific holding point still exists at the controller’s discretion.

A minimum of 4 stands must separate 2 aircraft that are pushing back to face in opposite
directions and are converging on taxiway Alpha.

The option of a longer push back / non-standard pushback to exit via a specific holding point
still remains at the controller’s discretion.

All push-back drivers must be fully trained, competent and possess documentary evidence of
the training for the push back operation. Such evidence must be available for inspection by the
Airport Company (AOU), or any other regulatory body, at any reasonable time.
Tail guards should be employed to safeguard the rearward movement of the aircraft and also
prevent collisions with other aircraft, vehicles and personnel.

A competent “wing walker”, in constant two-way communication with the aircraft commander,
must be used during push-back procedures. Use of a headset and microphone provides the
best communication and is the normal requirement for push backs at LBA. Where such
equipment is exceptionally not available, the use of recognised hand signals is acceptable
where appropriate training has been provided and documented.

Two-way communication between the aircraft and ATC must be established prior to moving
the aircraft. Where an aircraft is being moved with the use of an Aircraft Engineer the engineer
must comply with the provisions for the Taxying of Aircraft by Engineers. Where a tug is being
used and an engineer does not possess the relevant R/T qualifications, the push back tug
operator must ensure that full and proper R/T communication is used with ATC at all times.
This should follow standard radio procedures as below:

 Aircraft (or tug) call ATC and await acknowledgement.

 Aircraft (or tug) state call sign, position and request.
 ATC will give permission (or otherwise) for the requested manoeuvre.
 Aircraft (or tug) will read back the ATC clearance and await confirmation.
 On receipt of confirmation, details of the clearance will be passed to the wing walker
and tug driver who will then follow approved company push-back procedures.

Standard push back instructions will include the direction for aircraft to face once the push back
has been completed. Exceptionally, for smaller aircraft, up to and including the DH8D, the
requirement may be to “Push Straight Back”. The subsequent turn on the taxiway will then be
made under the aircraft’s own power after the tug has been disconnected and returned to the
stand that has been vacated. ‘Wingtip walkers / headset man’ should remain abeam the apron
road to ensure clearance whilst the aircraft taxies left of right onto the taxiway.

Push back drivers should aim to complete push back with the aircraft nose wheel straight and
on the centre line of the taxiway (except on straight pushbacks), thereby minimising the amount
of engine power required to move the aircraft.

3.1.1 Cross Bleed Starts

In the event that an aircraft asks for a cross bleed start on taxiway Alpha this may only be
approved where there is the equivalent of a 4 stand sterile area behind the aircraft.
No cross bleed start from stands 14,15,16,17 or 18 facing west will be permitted unless the
aircraft is pulled to abeam stand 14 prior to commencing the cross bleed.

3.1.2 Cross Bleed Starts from Stands 19-21C

Cross bleed starts (from pushback into N4) from stands 19-21C are not permitted.

Aircraft up to 737 sizes off stands19-21C must be pushed to face east into the neck of
November 3. Aircraft larger than 737’s will be instructed to push back along November until the
tug is past N2 or D2.

3.2 Aircraft “Push and Park”

The optimum use of prime stands close to the Terminal Building, especially those equipped
with airbridges, is essential for efficiency. Where an aircraft is fully ready for departure but
awaiting an ATC slot allocation it may be preferable to relocate the aircraft away from the prime
stands. The aim is for an aircraft to be pushed back to a remote location where it is available
for engine start, and to facilitate a more expeditious departure should the slot time improve at
short notice.

AOU has the responsibility for apron stand planning and will initiate any ‘Push and Park’
requirement.

Where a decision to initiate “push and park” procedures, the AOU and the duty Air Traffic
Controller will identify the most suitable location for the aircraft to be re-located to.
Consideration must be given to other aircraft parked on the apron and any current departure
delays in place for other customer airlines. The location should allow the aircraft to taxi away
from its position without a further push back being required.

The AOU will advise the airline handling agent of the requirements and the expected time that
the current stand must be vacated.

Prior to repositioning, the aircraft will be required to make radio contact with ATC who will
approve the manoeuvre ‘Push and Park`. The Air Traffic Controller will already be aware of the
position and orientation of the aircraft prior to any move being made.

Once the aircraft has reached its new location, the tow bar will be removed and the aircraft
commander will be responsible for safe engine start up, either with or without ground crew
assistance, according to individual airline policy. Should subsequent access to the aircraft be
required, this must be done with a vehicle and driver in two way communication with Air Traffic
Control.

4 SECTION 4 - Gate and Stand Planning Protocol

4.1 Gates
On schedule Departures take priority over on schedule Arrivals.

On schedule Departures have priority over off schedule Departures.

On schedule Arrivals have priority over off schedule Departures for turnaround purposes. An
on schedule Arrival is defined as a flight that is on blocks between STA -10 mins and STA +
10mins.

In order to reduce the risk of FOD, Gate staff should remind all passengers to dispose of items
in the bins provided, prior to exiting the Gate.

4.2 Stands
AOU is responsible for the allocation of aircraft parking stands. Aircraft arriving off schedule +/-
20 mins cannot be guaranteed the allocated stand.

Aircraft arriving in advance of STA (-20) when their allocated stand is still occupied shall hold
for their allocated stand. After STA -20 a new stand will be allocated. Early aircraft that are
parked remote become off schedule departing aircraft for the purposes of this instruction.

AOU may request some airlines to tow aircraft after first departures from remote areas to
contact stands.

Stand occupancy of greater than 2 hours will render an aircraft liable to be towed to a remote
stand.
Aircraft arriving after their STA shall not be allocated to their planned stand if allocating them
their planned stand causes consequential stand allocation problems for other aircraft.

Aircraft will from time to time be required to tow to contact stands to accommodate a balance
between walking & coaching operations.

Aircraft without a tow bar will not be prioritised for contact stands

5 SECTION 5 - Aircraft Ground Engine Runs

5.1 General
The use of the term ‘Engine Run’ is a generic term that applies to any combination of the
following

 Aircraft Engine Ground Run - Any engine start up not followed immediately by the
departure of the aircraft concerned.
 Auxiliary Power Unit Run - Any APU start up that is not immediately connected with
the pre-flight sequence for an aircraft departure.
 Ground Power Unit Run - Any GPU start up that is not immediately concerned with the
pre-flight sequence for an aircraft departure. This includes GPU maintenance runs of
greater than 1 hour.

5.2 Procedures
Due to strict noise restrictions aircraft engine runs will not be permitted within the following
periods:

 Nightly between 2300-0700 hours local

 Armistice Day between 1055-1105

Note: In exceptional circumstances when the aircraft concerned is required to operate a

scheduled LBA service and significant operational disruption would occur permission may be
given at the discretion of the Head of Airfield Services to carry out a ground engine run up to 1
hour prior to the scheduled departure time. Positioning flights are excluded from this proviso.

Approval for any engine run at greater than idle power, must be obtained IN ADVANCE from
LBA AOU (Airside Operations Unit) who can be contacted by telephone on 0113 391 3231.

Approved ground engine running operations will be monitored by ATC and LBA AOU. If the
parameters contained within the approval detail are not adhered to, the operation will be
terminated by LBA AOU through ATC.

5.3 Safety
All personnel concerned with engine ground running must be fully conversant with this
instruction, which must be complied with at all times. Aircraft shall be positioned such that noise
and engine efflux are directed away from the noise sensitive areas or areas prone to ignition or
any loose surfaces that may produce debris, this would usually be dictated by prevailing wind
conditions.

A trained member of airline, operating company or handling agent staff is to be positioned on

the stand in verbal contact with the flight deck. They will communicate by the R/T or inter-phone
with the flight deck to ensure that the engine(s) are shut down if persons or vehicles move into
the danger area in front of, behind or in the vicinity of a live engine. For this purpose and if the
R/T or inter-phone link is unserviceable, hand signals by day and light signals by night may be
used.

All persons involved in engine runs are to utilize appropriate safety clothing and equipment.
The minimum standard of high visibility clothing on the aircraft manoeuvring area is a waistcoat
incorporating retro-reflective materials that meets the standard BSEN 471:2003.

The person managing the ground run must ensure that the aircraft is adequately restrained
so that it cannot move under any circumstances. Details will be dictated by the ground
operations manual of the relevant operator.

5.4 Aircraft Positioning Criteria

5.4.1 Apron Areas
On stands 6 -18R, engine ground runs will be limited to check-starts that do not exceed ground
idle power. For checks requiring the use of higher power settings, a move to a suitable location
will be required. Location details will be contained within the approval and coordinated by AOU.
The aircraft must be positioned correctly at the location stipulated in such a way that the engine
running will not present any danger to persons, aircraft, vehicles, buildings or installations.

On stands 3 and 5, idle aircraft engine ground runs will Not be permitted due to the volume of
traffic and proximity of the apron road at the rear of the stands unless approved and supervised
by AOU.

On stand 1 idle aircraft engine ground runs will not be permitted if the aircraft is facing nose out
on stand.

If applicable, where runs are approved on stands 19 -21C or the area between N3 and N4, the
rear of stand road must be closed to safeguard vehicular traffic, before any approved engine
run is permitted.

Any ground equipment must be placed at a safe distance from the aircraft.

Ground running must not take place when passengers are being embarked / disembarked on
any adjacent stands.

5.4.2 Manoeuvring Area

Engine running in other parts of the manoeuvring area will be carefully coordinated between
AOU and Air Traffic Control before any approval is given. This may include parts of the taxiway
system that may need to be closed to facilitate the engine(s) run accordingly.

6 SECTION 6 – Power Units & Line Maintenance

6.1 Auxiliary Power Units (APU)
Wherever possible, airlines / operators and handlers are to ensure that APU’s are used for no
more than 5 minutes after arrival on stand and no more than 30 minutes before planned
departure. Also, wherever possible, APU’s are not to be used whilst passengers are embarking
/ disembarking.

GPU’s are to be used in preference to APU’s wherever possible.

6.2 Ground Power Units (GPU)
Operators are to ensure that when GPU’s 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. Additional identification measure such as hi-visibility tape should be
considered as part of a further hazard reduction technique.

6.3 Line Maintenance

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. To avoid this, no such maintenance is to be started without the prior
permission from the AOU who can be contacted on 0113 391 3231. (Internal Ext 3231)

7 SECTION 7 – Airbridge Operations

7.1 VDGS Operations
LBA no longer operate any Visual Docking Guidance Systems (VDGS) systems. Aircraft are
to be marshalled onto stands 7 and 8.

7.1.1 Marshalling onto Stands 7 and 8

It is the responsibility of the handling agent to arrange for the provision of a marshalling service
for aircraft arrival on that stand.

The nose wheel stop positions are marked on the stand centreline. The marshaller will bring
the nose wheel to rest on the relevant mark and the airbridge can then be connected in manual
mode to the aircraft side.

7.1.2 Stop Short Procedures

The need to “stop short” will be indicated to the flight crew by;

 Marshalling signals

It is the responsibility of the airbridge operator to immediately inform AOU of any airbridge un-
serviceability or condition that may affect the safe parking of aircraft on the stand.

7.1.3 Emergency Stop Procedure

The emergency stop facility provided within the airbridge 7 cabin and on the airbridge Apron
Drive Unit are to facilitate the safe stop of the airbridge in the event of an emergency.

The red emergency stop buttons are TO BE USED IN AN EMERGENCY ONLY. When one or
more of the buttons is depressed all power to the airbridge will be isolated and all airbridge
movements will stop.

Should an emergency stop button be depressed during airbridge operation that results in an
aircraft being stopped during the docking procedure, it is the airbridge operator’s responsibility
to immediately contact AOU and state the reason why an emergency stop has been activated.
7.1.4 Vehicle Driving

The apron surface on which an airbridge will manoeuvre is hatched with white markings.

Regardless of whether or not the airbridge is being used, the hatched area beneath the
airbridge must be kept free of equipment and vehicles at all times.

7.2 Airbridge Operation

The issue of an airbridge operator’s access code is subject to successful completion of the
airbridge training course followed by a practical airbridge driving test, where candidates must
be able to demonstrate a high standard of proficiency in the operation of the airbridge.

7.2.1 Operating Conditions

An airbridge must not be operated at wind speeds above 58 knots.

A thorough check must be made to ensure that the airbridge is free from debris both prior to
aircraft arrival and after aircraft departure.

The airbridge must be correctly parked before an aircraft enters the stand. This is defined
as:

 During airbridge operation, when the airbridge has moved to the PRE-SET position
following selection of the aircraft type.
 During airbridge operations when the airbridge is “HOME” with the drive wheels are
within the parking box contained within the hatched area on the apron surface.

Under no circumstances should the airbridge operator attempt to preposition an airbridge using
the Manual Operation Mode prior to aircraft arrival on stand. Only when the aircraft has
stopped, the wheel chocks are in place, the anti-collision beacon have been extinguished and
the engines have been run down, may an airbridge be moved from its pre-set position or parked
position in Manual mode to dock to the aircraft.
After an airbridge has docked to the aircraft, it is the airbridge operator’s responsibility to ensure
that AUTO MODE has been engaged and that:

 The cabin door is in the up position.

 The auto-leveller device is extended and is in contact with the aircraft fuselage.

 The canopy is extended and is in contact with the aircraft fuselage.

 The safety shoe is placed under the aircraft door for outward opening aircraft doors.

The adjustable cabin floor must be positioned in order that there is only a minimal gap between
the cabin floor and aircraft fuselage. In the event of the loading or unloading of heavy cargo,
the airbridge must be withdrawn from the aircraft. The instantaneous trim change of the aircraft
is beyond the capability of the airbridge auto-leveller system.

7.2.2 Removal of Airbridge

Prior to the removal of the airbridge from an aircraft it is the airbridge operator’s
responsibility to ensure that:
 MANUAL CONTROL has been engaged.
 The aircraft door is closed
 The safety shoe is correctly stowed.
 The auto-leveller has been retracted.
 Only the airbridge operator is to remain within the cabin area of the airbridge during
any movements of the bridge when the bridge door is open. All other staff should
remain behind the relevant barrier that should be in place across the tunnel area of the
bridge ahead of the bridge door being closed.

It is the airbridge operator’s responsibility to ensure that the airbridge has been retracted to its
HOME parking position.

Prior to leaving the airbridge, it is the airbridge operator’s responsibility to ensure that the
airbridge is fully retracted into the parking box marked on the apron and the cabin door is down.
The airbridge operator is also to ensure that they have logged off at the airbridge control panel
using the “CONTROL OFF” button. A login display should be visible.

7.2.3 Side Stairs

The side stairs attached to the airbridge are for the use of the airbridge operator and other
ground staff. The stairs are not to be used while the airbridge is moving, or by persons carrying
large or bulky items.

7.2.4 Fault Reporting

In the event of any fault/malfunction/failure occurring on an airbridge, a message will be
displayed on the airbridge control panel. It is the airbridge operator’s responsibility to
immediately contact the AOU by the quickest possible method (usually by radio or telephone).
 8 SECTION 8 – Aircraft Operations higher than CODE 4E

When assessing the possibility of operation of aircraft whose code letter is higher than the code
letter of the aerodrome reference code, LBA must, amongst other issues, assess the impact of
the characteristics of the aircraft on the aerodrome, its facilities, equipment and its operation,
and vice versa.

Aircraft characteristics to be assessed include, but are not limited to:

(a) fuselage length;
(b) fuselage width;
(c) fuselage height;
(d) tail height;
(e) wingspan;
(f) wing tip vertical clearance;
(g) cockpit view;
(h) distance from the pilot’s eye position to the nose landing gear and to the main landing gear;
(i) outer main gear wheel span;
(j) wheelbase;
(k) main gear steering system;
(l) landing gear geometry;
(m) engine data;
(n) flight performance; and
(o) technology evolution.

Further guidance on this issue is contained in ICAO Circular 305-AN/177 and ICAO Circular
301-AN/174.
In any case, the elements that have to be taken into account for the safety assessment are,
without prejudice to other assessments that may have to be conducted, in accordance with
other applicable requirements contained in Part ADR.OPS.

Such assessments should include, but are not limited to:

(a) the aircraft mass, tire pressure and ACN values — with regard to overload operations; and
(b) maximum passenger and fuel carrying capacity — with regard to level of RFFS protection
to be provided and the aerodrome emergency planning.

Only competent persons should conduct this assessment and in accordance with GM1
ADR.OR.B.040 (a) ; (b) (h), the operations of aircraft exceeding Code 4 E parameters must be
approved by the CAA.

9 SECTION 9 - Non Standard Parking

9.1 General
When making the decision to park on elements of the taxiway system AOU should take account
of a number of key operational matters. The list below is not exhaustive but an indication of the
complexity of parking on parts of the manoeuvring area:

 The minimum taxiway separation distances from the parked aircraft and the related
taxiway junction to protect the use of the secondary taxiway for the most critical aircraft
type.
 Any infringements that the aircraft will have on the protected surfaces of the Aerodrome
(particularly the Instrument Strip and critical areas)
  The access and egress route for the aircraft to be parked on the taxiway ensuring that
the orientation of the aircraft on the taxiway does not require it to taxi via a taxiway of
insufficient width to exit
 The area required around the aircraft to facilitate ground servicing equipment such as
mobile steps, baggage vehicles, passenger transfer coaches and fuel bowsers
 The lighting available for the side of the aircraft that is not directly lit from the apron
high masts
 Access to/from the aircraft for emergency vehicles.

All non standard parked aircraft must have BGM markers placed at the front and rear of the
aircraft in during night time & LVPs.

All vehicle movements to and from the parked aircraft are to be essential movements only.

Any vehicle proceeding to or from the parked aircraft may only do so if equipped with a radio
competent individual on board and the driver has a valid Airside Driving Permit for the
Manoeuvring Area.
9.2 Location Map

9.3 NP4
9.3.1 Max Aircraft Size
B737-300W

9.3.2 Vehicle Movements & Servicing

Apron Ops will commence once the aircraft is in position at NP4 and AOU confirm with ATC
via channel 1 that the aircraft is correctly parked. If the aircraft has been towed to NP1, when
the tug calls complete apron ops will commence.

Excluding vehicles operating according to the free ranging procedures, all vehicles are
confined to roadways / stands. Access to taxiways is only allowed if the vehicle is fitted with
an appropriate radio, the driver is R/T licensed and a clearance is received from ATC. When
the area of Taxiway November is secured for apron use (Bad Ground Markers are in place at
N3 and N4) vehicle movements may take place on the manoeuvring area within the
designated area without the need for ATC clearance. AOU will advise ATC when areas of
Taxiway November are closed or subsequently reopened.

Aircraft engineering and basic servicing for crew operations is approved at NP4 however
fuelling and passenger operations is not approved..
9.3.3 Miscellaneous

9.3.4 Miscelaaneous
Aircraft are permitted to arrive under their own power whilst under the guidance of an aircraft
marshaller.

9.4 NP3
9.4.1 Max Aircraft Size
B753-200W

9.4.2 Vehicle Movements & Servicing

Apron Ops will commence once the aircraft is in position at NP3 and AOU confirm with ATC
via channel1 that the aircraft is correctly parked. If the aircraft has been towed to NP2, when
the tug calls complete apron ops will commence.

Excluding vehicles operating according to the free ranging procedures, all vehicles are
confined to roadways / stands. Access to taxiways is only allowed if the vehicle is fitted with
an appropriate radio, the driver is R/T licensed and a clearance is received from ATC. When
the area of Taxiway November is secured for apron use (Bad Ground Markers are in place at
N3 and N4) vehicle movements may take place on the manoeuvring area within the
designated area without the need for ATC clearance. AOU will advise ATC when areas of
Taxiway November are closed or subsequently reopened.

Full servicing and passenger operations are approved at NP3.

9.4.3 Miscellaneous
Aircraft are permitted to arrive under their own power whilst under the guidance of an aircraft
marshaller.

9.5 NP2
9.5.1 Max Aircraft Size
CODE E

9.5.2 Vehicle Movements & Servicing

NP2 is not available in LVP’s, if a Fog warning has been issued or if fog is on the TAF except
in exceptional circumstances such as to accommodate an emergency etc.

Aircraft engineering and basic servicing for crew operations is approved at NP2 however
passenger operations is not approved.

Aircraft cannot be fuelled, de-iced or serviced in this position during night time hours.

Only full manoeuvring area pass holders may proceed to any aircraft parked at NP2. All
requests to proceed to NP2 / return to the Apron must be made with ATC via Channel 1 unless
operating under a free ranging licence. Should there be a requirement for any non-manoeuvring
area drivers to operate/serve the respective aircraft parked at NP2 (such as fuellers); they must
be escorted to and from the area by suitably qualified drivers. Once inside the confines of the
BGM’s, Non-manoeuvring area drivers may position to service the aircraft as necessary.
9.5.3 Miscellaneous
Aircraft are permitted to arrive under their own power at NP2

The parking position of NP2 allows aircraft up to and including Code E to park on taxiway
November whilst continuing normal taxiway operations on the surrounding taxiways of
Delta/Charlie and Alpha

9.6 AP1
9.6.1 Max Aircraft Size
B757-200W

9.6.2 Vehicle Movements & Servicing

Excluding vehicles operating according to LBA free ranging procedures, all vehicles are
confined to roadways/stands. Access to taxiways is only allowed if the vehicle is fitted with an
appropriate radio, the driver is qualified to drive on the manoeuvring area (therefore proficient
on RT) and a clearance is received from ATC.

When the taxiway is secured for apron use (when BGM are in place) vehicle movements may
take place on the manoeuvring area within the designated area without the need for ATC
clearance. This requirement is only applicable to Aircraft parked in AP1/AP2.

9.6.3 Miscellaneous
Aircraft are permitted to arrive under their own power at AP1

9.7 AP2
9.7.1 Max Aircraft Size
B737-800

9.7.2 Vehicle Movements & Servicing

Excluding vehicles operating according to LBA free ranging procedures, all vehicles are
confined to roadways/stands. Access to taxiways is only allowed if the vehicle is fitted with an
appropriate radio, the driver is qualified to drive on the manoeuvring area (therefore proficient
on RT) and a clearance is received from ATC.

When the taxiway is secured for apron use (when BGM are in place) vehicle movements may
take place on the manoeuvring area within the designated area without the need for ATC
clearance. This requirement is only applicable to Aircraft parked in AP1/AP2.

9.7.3 Miscellaneous
In the event another aircraft is parked at AP2 the BGM from AP1 shall be repositioned to the
rear of the aircraft at AP2 after the aircraft engines are shut down and anti-collision lights have
been extinguished.

Aircraft are permitted to arrive under their own power at AP2

 10 SECTION 10 – Tug Release Points
10.1 General
To improve efficiency and reduce complexity, Leeds Bradford Airport (LBA) utilises Tug Re-
lease Points (TRPs) for the use from stands 12 – 21C.

10.2 ATC Clearances

The use of TRPs is at the discretion of ATC. All standard pushback instructions from stand
14 – 21C will be given using the TRPs.

Standard ATC clearances for the use of these stands will be given in the following format.

“CALL SIGN, PUSH BACK & START UP APROVED, TUG RELEASE POINT ‘X’”

NOTE: No direction of push will be advised as all TRPs are uni directional. Ground crew will need to
be familiar with the location and direction of the TRPs.

Subject operational reasons ATC may at any time use a ‘nonstandard clearance’ to continue
the safe, orderly and expeditious flow of traffic.

10.3 Positioning the Aircraft

When a clearance has been obtained from ATC, the pushback crew are to push the aircraft
back and position it as required (pulling it forward as necessary) onto the relevant TRP. This
is always achieved by pushing the aircraft back and establishing it at 90 degrees to the stand
on the taxiway centreline via the shortest route. The exception to this can be found where
ground crews are permitted to use the neck of N4 to enable them to pull forward onto the
cleared TRP, for example Stand 18R pushes for TRP 7 - the ground crew will push north
initially towards N4 before pulling forwards.

Any pushbacks where more than one potential route is available, ATC will specify the route
to be taken in the pushback clearance.

10.4 Push & Park

Push and parking of aircraft is available. This is to better improve stand usage during busy
periods and where applicable to assist airlines in meeting their own operational
requirements. All requests to push and park are at the explicit approval of ATC with
consultation of the Airside Operations Unit (AOU). Should a crew wish to push and park, the
crew should make the request as soon as possible to allow ATC and AOU to assess
feasibility. Once approval has been given from ATC, the aircraft is to be positioned to the
relevant TRP, disconnected and push back crew return to the Apron. Should the specific
airline operating procedures require ground handling presence during start up, crews are
permitted to remain with the aircraft either in contact with ATC or with ATC via constant
communication with the flight deck.

10.5 Pushback crew returning to Apron

Once the aircraft is correctly positioned onto the relevant TRP, the pushback crew are to
vacate the manoeuvring area by the shortest possible route.

NOTE requirement for crews to obtain permission from ATC for all pushbacks to TRP 2

10.6 Cross Bleed Starts at TRPs

ATC will adhere to the standard 4 stand clearance behind an aircraft wishing to conduct a
cross bleed start. In accordance with this rule, cross bleed starts are not approved at TRP3,
TRP4, TRP5, and TRP7. This is further highlighted by the pushback tables. Should an
Aircraft need to Cross Bleed Start, It will be instructed by ATC to position in a suitable
location as to adhere to this rule.

10.7 Airfield Map - TRPs & amended Non Standard Parking Positions
10.8 Standard Pushbacks Table
TRPs available from each stand with no aircraft in the adjacent taxiways.

All stands will naturally have their default TRPs - pushes to TRPs located away from the
vicinity of the stand will only be requested if operationally necessary.

TUG RELEASE POINTS (TRPs)

STAND TRP 2 TRP 3 TRP 4 TRP 5 TRP 6 TRP 7 TRP 8
NO CROSS NO CROSS NO CROSS NO CROSS
BLEED START BLEED START BLEED START BLEED START
Code C or Code C or
12-18R   
less less
 

Code C or Code C or Code C or Code C or

19 
less less less less
 

Code C or Code C or
20A-21C   
less less
 

10.9 Multiple Pushbacks Table

TRPs available when other TRPs are active. The top row of white boxes represents the TRP
that is blocked and the coloured squares represent the availablity from the relevant stand.

LIVE AIRCRAFT

STAND TRP 2 TRP 3 TRP 4 TRP 5 TRP 6 TRP 7 TRP 8

NO CROSS NO CROSS NO CROSS NO CROSS
BLEED START BLEED START BLEED START BLEED START
4 5 4
12 - 13 
UNAVAILABLE UNAVAILABLE UNAVAILABLE
  X

4 5 4 7 6 2/7
14 
UNAVAILABLE UNAVAILABLE UNAVAILABLE UNAVAILABLE UNAVAILABLE ONLY
4 5 4
15L/R 
UNAVAILABLE UNAVAILABLE UNAVAILABLE
X X 

4 5&7 6&7
16L/R 
UNAVAILABLE UNAVAILABLE UNAVAILABLE
X X 

4 2
17 – 18R 
UNAVAILABLE
X X
ONLY
X 

7 6
19 – 20B  X X X
UNAVAILABLEUNAVAILABLE


3&5 7 6
21A – 21C  X
UNAVAILABLE
X
UNAVAILABLEUNAVAILABLE

10.10 Parked Aircraft Pushbacks Table
TRPs available from each stand when aircraft are parked in the taxiways.
PARKED AIRCRAFT
STAND AP1 AP2 NP2 NP3 NP4
14 2, 3, 8 2, 3, 8  2, 7, 8 2, 7, 8

15L/R 2, 3, 8 X  2, 7, 8 2, 7, 8

16L 2, 3, 8 X  2, 7, 8 2, 7, 8
(IF AP1 = 752 = N) (IF AP1
16R = 733 & 16R = 733 (or
less) TRP 2, 3, 8) ***
X  2, 7, 8 2, 7, 8
(IF AP1 = 733 & 17 = 733
17 (or less) TRP 2, 3, 8) ***
All larger = N
X  2, 7, 8 2, 8

18L/R X X  2, 7, 8 2, 8

19 – 20B 2, 3, 8 2, 3, 8  X X

21A – 21C 2, 3, 8 2, 3, 8  X 2, 7, 8

*** If AP1 = B738 & 16R = B738, PUSHBACK ONLY WITH AOU CONFORMATION IS APROVED, TRP 2 / 3 / 8,
WING TIP MARSHALLERS REQUIRED

10.11 TRP markings

TRPs are marked on the taxiway surface in WHITE with a BLACK border and the TRP
Number detailed alongside.

10.12 TRP & Non Standard Parking position markings

TRPs that are also aligned with a Non Standard Parking Position will contain an additional
YELLOW rectangle to indicate it is also an aircraft parking position.
10.13 Aircraft positioning on TRPs (General)

All TRPs are uni-directional (Aircraft can only push onto them in one direction). This is
indicated by the arrow head that points towards the ‘T’ Bar.

NOTE: The colours have been changed in this technical drawing to show contrast and existing apron
markings have been removed for clarity.

10.14 Aircraft positioning on TRPs (Nose Gear)

When an aircraft is instructed to pushback, the nose of the aircraft must be positioned so
that the nose gear is positioned on the relevant TRP.
10.15 Pushback crew guidance table.

TRP LOCATION GUIDANCE

Near holding point N2 Pushback crews must contact ATC on Chanel 1 to obtain clearance
2
facing EAST before returning to stand.

Near holding point N3 If pushing tail towards Holding Point N4 –

3
facing WEST DO NOT push nose gear back past TRP4/NP4

SOUTH side of holding

4 DO NOT push nose gear back past TRP4/NP4
point N4 facing SOUTH

NORTH side of holding

5 DO NOT push nose gear back past TRP5
point N4 facing NORTH

Abeam Stand 16L facing

6 -
EAST

Abeam Stand 15R If pushing tail towards Holding Point N4 –

7
facing WEST DO NOT push nose gear back past TRP5

Abeam Stand 13 facing

8 -
EAST

10.16 Push back using N4 - Main Apron

If ground crews are required to use the neck of N4 holding point, either to position on TRP 5
or 7, the nose wheel of the aircraft must not be pushed back past TRP 5.
10.17 Push back using N4 – East Apron
If ground crews are required to use the neck of N4 holding point, either to position on TRP 4
or 3, the nose wheel of the aircraft must not be pushed back past TRP 4.
10.18 APPENDIX 31 – Parking Maps
(BLUE = Parked | RED = Blocked |GREEN = Available)

10.18.1 AP1 - B733

10.18.2 AP1 - 738

10.18.3 AP1 – B752

10.18.4 AP2 - B738

10.18.5 NP2
10.18.6 NP3

10.18.7 NP4
10.19 APPENDIX 32 – TRP Maps
GREEN = Active | RED = Blocked

10.19.1 TRP 2

10.19.2 TRP 3
10.19.3 TRP 4

10.19.4 TRP 5
10.19.5 TRP 6

10.19.6 TRP 7
10.19.7 TRP 8