Aerodrome Manual 2019

Part A- General
20181221 Manchester Airport Aerodrome Manual Version 1

Not valid after 31/12/2019- UNCONTROLLED WHEN PRINTED/DOWNLOADED 1
Part A- General
Editor Manchester Airports Group
Department Airfield Operations, Safety & Compliance
Department Chris Wild

Owner
Head of Airfield Operations
Document Kelly Sharkey
Administrator
Technical Administrator
Address 5th Floor Olympic House,
Manchester Airport
Manchester
M90 1QX
Email Airfieldoperations@manairport.co.uk
Tel 0161 489 5035
Website http;//www.manchesterairport.co.uk/ops

Part A- General
Contents
Part A General ........................................................................................................... 12
INTRODUCTION ............................................................................................................ 13
1. PREFACE ............................................................................................................. 13
2. PURPOSE OF THE AERODROME MANUAL ............................................................ 13
3. AERODROME MANUAL STRUCTURE ..................................................................... 13
4. AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE .............................. 13
5. AMENDMENTS .................................................................................................... 14
6. CONDITIONS OF USE OF THE AERODROME ....................................................... 14
7. OBLIGATIONS OF THE AERODROME OPERATOR ................................................. 14
8. GLOSSARY- TERMS & CONDITIONS ..................................................................... 16
9. ABBREVIATIONS .................................................................................................. 19
10. BIBLIOGRAPHY ................................................................................................... 24
11. NAME AND ADDRESS OF AERODROME ............................................................... 25
12. NAME AND ADDRESS OF CERTIFICATE HOLDER ................................................... 25
13. LEGAL POSITION REGARDING AERODROME CERTIFICATION ............................... 25
13.1. Certification Requirement ...................................................................................... 25
13.2. Certificate Compliance ......................................................................................... 25
13.3. Use of the Airport ................................................................................................. 25
13.4. Types of Operations Permitted ............................................................................... 26
Part B- Safety Management System .................................................................................. 1

1. OVERVIEW ............................................................................................................ 2
1.1. Scope ................................................................................................................... 2
1.2. Context ................................................................................................................. 3
1.3. Principles............................................................................................................... 3
2. SAFETY POLICIES & MANAGEMENT STRUCTURES ................................................... 4
2.1. Manchester Airport Airfield Safety Policy .................................................................... 4
2.2. Key Safety Post Holders ........................................................................................... 5
2.3. Exceptional Circumstances ...................................................................................... 6
2.4. Key Aerodrome Post Holders ................................................................................... 6
2.5. Management Reporting Structures ............................................................................ 8
2.5.1. Manchester Airport ................................................................................................. 8
2.5.2. Manchester Airport Leadership Team ........................................................................ 9
2.5.3. Manchester Airport Operations .............................................................................. 10
2.5.4. Airfield Operations ............................................................................................... 11

Part A- General
2.5.5. Airfield Planning ....................................................................................................... 11

2.6.6. Operational Risk & Assurance .................................................................................... 12
2.6.7. Fire, Emergency Services & Security ............................................................................ 12
2.6.8. NATS (ATC) ............................................................................................................. 14
2.7. SAFETY ACCOUNTABILITIES & RESONSIBILITIES ......................................................... 15
2.7.1. Divisional Chief Executive Officer ............................................................................... 15
2.7.2. Chief Operating Officer ............................................................................................ 16
2.7.3. Operations Director (Accountable Manager) ................................................................ 17
2.7.4. Asset Management Director ....................................................................................... 18
2.7.5. Asset Management Services Director ........................................................................... 19
2.7.6. Head of Emergency Services & Security ....................................................................... 20
2.7.7. Head of Asset Optimisation ....................................................................................... 21
2.7.8. Head of Airfield Operations ....................................................................................... 22
2.7.9. Head of Airfield Strategy & Programmes ...................................................................... 24
2.7.10. Airfield Duty Managers .............................................................................................. 25
2.7 COMPETENCY & FITNESS FOR DUTY........................................................................ 26
2.7.1. Competency ............................................................................................................ 26
2.7.2. Fitness for Duty......................................................................................................... 26
3. SAFETY COMMITTEES .............................................................................................. 27
3.1. MAG Safety Committees ........................................................................................... 27
3.1.1. MAG Group Safety Board ........................................................................................ 28
3.1.2. Group Aviation Operations Board .............................................................................. 28
3.2. MA Aerodrome Safety Committees ............................................................................. 28
3.2.1. Health, Safety & Environment Board............................................................................ 28
3.2.2. Operational Safety Management Committee (OSMC).................................................. 29
3.2.3. Airfield Change Board (ACB) ..................................................................................... 30
3.2.4. Safety Performance Committee (A) .............................................................................. 31
3.2.5. Safety Performance Committee (B) .............................................................................. 32
3.2.6. Airfield Safety Strategy Group .................................................................................... 33
3.2.7. Flight Operations Safety Committee (FLOPSC) ............................................................. 34
3.2.8. Local Runway Safety Team (LRST) ............................................................................... 35
3.2.9. Emergency Planning & Resilience Board ...................................................................... 36
3.3. Safety Committee Attendance .................................................................................... 38
4. SAFETY INTERFACES AND STAKEHOLDERS ................................................................ 39
4.1. National Air Traffic Services (NATS) ............................................................................ 39
4.2. Civil Aviation Authority (CAA) ..................................................................................... 39

Part A- General
4.3. External Emergency Services .................................................................................. 39

4.4. Service Partners.................................................................................................... 39
4.5. Other MA Departments ......................................................................................... 40
4.5.1. Environment ........................................................................................................ 40
4.5.2. Asset Management/Capital Delivery ....................................................................... 40
4.5.3. Terminal Engineering ............................................................................................ 40
4.5.4. Airside Bussing ..................................................................................................... 40
5. SAFETY TARGETS ................................................................................................. 41
5.1. Safety Improvement Plan ....................................................................................... 41
6. EMERGENCY PLANNING ..................................................................................... 42
7. DOCUMENT AND DATA MANAGEMENT .............................................................. 43
7.1. Types of Documentation and Notices...................................................................... 43
7.2. Document Owners ............................................................................................... 44
7.3. Issue Methods ...................................................................................................... 44
7.3.1. Amending of Controlled Documents ....................................................................... 44
7.3.2. Operational & Administrative Changes ................................................................... 45
7.3.3. Email Address ...................................................................................................... 45
7.4. Changes to Regulatory Documentation ................................................................... 45
7.5. Aeronautical Data Quality [ADQ]........................................................................... 45
7.6. The Recording of Aircraft Movements...................................................................... 45
7.7. Record Keeping ................................................................................................... 46
8. SAFETY RISK MANAGEMENT ................................................................................ 47
8.1. Introduction ........................................................................................................ 47
8.1.1. Definitions and Terminology .................................................................................. 47
8.2. Safety Risk Management Methodology .................................................................... 48
8.2.1. Objective ............................................................................................................ 48
8.2.2. Requirement ........................................................................................................ 48
8.2.4. Responsibilities..................................................................................................... 48
8.2.5. The System Risk Management (SRM) Process ........................................................... 49
8.2.6. Risk Assessment Methodology - Guidance ............................................................... 56
8.2.7. References ........................................................................................................... 59
9. AIRFIELD SAFETY REPORTING & INVESTIGATION................................................... 60
9.1. Airfield Occurrence Reports ................................................................................... 60
9.2. Mandatory Safety Reporting ................................................................................... 60
9.3. Reporting Procedures ............................................................................................ 60
9.4. Incident / Accident Investigation ............................................................................. 61

Part A- General
9.5. Follow Up Actions..................................................................................................... 61

9.6. Categorisation of MOR Incidents ................................................................................ 61
9.6.1. Definitions ............................................................................................................... 62
10. SAFETY PERFORMANCE MONITORING .................................................................... 63
10.1. Safety Severity Categorisation .................................................................................... 63
10.2. Safety Surveys.......................................................................................................... 66
11. CONTRACTED ACTIVITIES ....................................................................................... 67
11.1. ILS Inspections .......................................................................................................... 67
11.2. Compass Swing Facility ............................................................................................. 67
11.3. Aerodrome Survey Data and Treatment of Obstacles .................................................... 67
11.4. The Management of Air Traffic ................................................................................... 67
11.5. Aeronautical Ground Lighting .................................................................................... 67
11.6. Navigational Aids ..................................................................................................... 67
12. COMPLIANCE MONITORING................................................................................... 68
12.1. Compliance Monitoring Categories ............................................................................ 68
12.1.1. Internal Compliance Monitoring ................................................................................. 68
12.1.2 Regulatory (EASA) Compliance Monitoring .................................................................. 69
12.1.4. Risk Based Compliance Monitoring............................................................................. 70
12.2. Third Party/Contracted Activity Complexity Triangle ...................................................... 70
12.2.1. Third Party / contracted organisations’ operational activities will be audited on a
performance and risk basis. ....................................................................................... 70
12.3. Compliance Monitoring Schedule ............................................................................... 71
12.4. Compliance Monitoring Process ................................................................................. 71
12.4.1. Non-compliance Categorisation................................................................................. 72
12.4.2. Audit Outcomes ....................................................................................................... 72
13. SAFETY REPORTING................................................................................................. 73
13.1. Open Reporting System ............................................................................................. 73
13.2. Safety Issue Reporting ............................................................................................... 73
13.3. Voluntary Safety Reporting ......................................................................................... 73
14. THE MANAGEMENT OF CHANGE ............................................................................ 74
14.1. Introduction ............................................................................................................. 74
14.1.1. Changes Requiring Prior Approval by Competent Authority ............................................ 74
14.1.2. Changes not Requiring Prior Approval by Competent Authority ...................................... 74
14.2. The Management of Change (Personnel) ..................................................................... 75
14.2.1. Requirement ............................................................................................................ 75
14.2.2. Responsibilities ......................................................................................................... 75
14.2.3. Direct Role Replacement............................................................................................ 75

Part A- General
14.2.4. Merger of Roles .................................................................................................. 75

14.2.5. Guidance ........................................................................................................... 75
14.3. The Management of Change (System/Equipment/Procedure) .................................... 76
15. SAFETY COMMUNICATIONS ............................................................................... 78
16. SAFETY TRAINING & EDUCATION ........................................................................ 79
16.1. Manchester Airport Staff ........................................................................................ 79
16.2. Third Party Company Staff ..................................................................................... 79
16.3. External Groups ................................................................................................... 79
16.4. Human Factors .................................................................................................... 79
Part C- Particulars of Aerodrome Site................................................................................ 1

AERODROME CHARACTERISTICS ...................................................................................... 2
1. LOCATION AND ELEVATION ................................................................................. 2
2. INS CHECKPOINTS ............................................................................................... 2
3. OBSTACLES INFRINGING STANDARD PROTECTED SURFACES ................................. 2
4. MANOEUVRING AREA SURFACES........................................................................... 3
4.1. Runways ................................................................................................................ 3
4.1.1. Illustration of declared distances and Runway End Safety Areas- Runway 05L-23R .......... 4
4.3. Southside Taxiway System ........................................................................................ 7
4.4. Runway 05L/23R Links, Exits & Rapid Exit Taxiways ..................................................... 7
4.5. Runway and Taxiway Access Points ........................................................................... 9
4.6. Aircraft Stand Provision ......................................................................................... 10
4.7. Stand Design & Layout .......................................................................................... 12
4.8. Table of Facilities ................................................................................................. 13
4.9. Taxiway manoeuvring restrictions* .......................................................................... 16
4.10 Non-Compliances with EASA Certification Specifications........................................... 17
5. AERODROME CHARTS & MAPS ............................................................................ 20
6. VISUAL AIDS ........................................................................................................ 22
7. GENERAL ............................................................................................................ 22
8. SIGNALS ............................................................................................................. 22
9. SURFACE MARKINGS........................................................................................... 22
10. SIGNS ................................................................................................................ 23
11. VISUAL DOCKING GUIDANCE SYSTEM ................................................................ 23
12. AERONAUTICAL GROUND LIGHTING (AGL] ......................................................... 23

Part A- General
Part D- Particulars of the Aerodrome required to be reported to the Aeronautical Information Service 1
1. NAME AND ADDRESS ................................................................................................ 2
1.1. Name and Address of Aerodrome ................................................................................ 2
1.2. Name and Address of Certificate Holder ....................................................................... 2
5. GEOGRAPHICAL COORDINATES OF THE AERODROME REFERENCE POINT ................. 2
6. AERODROME ELEVATION AND GEOID UNDULATION................................................. 2
3.1. Elevation of Each Threshold and Geoid Undulation ........................................................ 2
3.2. Elevation of the Runway ends ....................................................................................... 2
3.3. Significant High and Low Points along the Runway .......................................................... 2
3.4. Aerodrome Reference Temperature ............................................................................... 3
3.5. Aerodrome Beacon ..................................................................................................... 3
4. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS.............................. 3
5. AERODROME DIMENSIONS ....................................................................................... 3
5.1. Runways .................................................................................................................... 3
5.1.8.1. Length, Width and Surface Type of Strip ....................................................................... 4
5.1.8.2. Runway End Safety Areas ............................................................................................. 4
5.2. Taxiways .................................................................................................................... 5
5.3. Aprons ...................................................................................................................... 5
6. VISUAL AIDS FOR APPROACH..................................................................................... 5
6.1. Approach Lighting Type ............................................................................................... 5
6.2. Runway 05L/23R Provision .......................................................................................... 5
6.3. Runway 05R/23L Provision .......................................................................................... 5
6.4. Approach Slope Indicator ............................................................................................ 5
6.5. Marking and Lighting of Runways ................................................................................. 6
6.6. Marking and Lighting of Taxiways ................................................................................. 6
6.7. Apron Lighting............................................................................................................ 6
6.8. Light Intensity Control .................................................................................................. 6
6.9. Power Supplies for Aerodrome Ground Lighting ............................................................. 6
7. AERODROME SIGNAL, SIGNS AND MARKINGS ........................................................... 7
7.1. Signals ...................................................................................................................... 7
7.2. Taxi Guidance Signs ................................................................................................... 7
7.3. Markings ................................................................................................................... 7
7.3.1. Road Signs and Markings ............................................................................................ 7
7.4. Wind Sleeves ............................................................................................................. 7
7.5. Stands ....................................................................................................................... 7
7.6. Aprons ...................................................................................................................... 7

Part A- General
7.7. Taxiways ............................................................................................................... 7

7.8. Runways ................................................................................................................ 8
8. NAVAIDS .............................................................................................................. 8
8.1. Location and Radio Frequency of VOR Aerodrome Checkpoints .................................. 8
9. LOCATION AND DESIGNATION OF STANDARD TAXI ROUTES ................................. 8
10. GEOGRAPHICAL COORDINATES ........................................................................... 8
10.1. Threshold Runway Points ......................................................................................... 8
10.2. Taxiway Locations .................................................................................................. 9
10.3. Aircraft Stands .................................................................................................... 10
10.4. Obstacles ............................................................................................................ 14
11. PAVEMENT SURFACE TYPE & BEARING STRENGTH USING AIRCRAFT CLASSIFICATION
NUMBER ............................................................................................................. 15
12. PRE‐FLIGHT ALTIMETER CHECK LOCATIONS ESTABLISHED AND THEIR ELEVATION . 15
13. RUNWAY AND RUNWAY INTERSECTION DECLARED DISTANCES ........................... 15
14. CONTACT DETAILS OF AERODROME COORDINATOR FOR REMOVAL OF DISABLED
AIRCRAFT ........................................................................................................... 15
15. TERMINATION OF OPERATIONS .......................................................................... 15
16. RESCUE AND FIREFIGHTING................................................................................ 16
16.1. Policy .................................................................................................................. 16
16.2. Compliance with Regulatory Requirements .............................................................. 16
16.3. Rescue and Firefighting Capability.......................................................................... 16
16.3.1.Manchester Airport RFFS Category 10 .................................................................... 16
16.3.3.On Duty MARFFS Personnel Structure ..................................................................... 17
16.3.4.Manchester Airport Fire Appliances on Immediate Response ...................................... 17
16.3.5.Manchester Airport Fire Spare Appliances ............................................................... 18
16.4. Safety Accountabilities .......................................................................................... 18
16.5. Depletion of RFFS................................................................................................. 18
16.6. Category of cover provided ................................................................................... 19
16.7. Alerting Procedures .............................................................................................. 19
16.8. Procedures for Alerting MA RFFS personnel across the full range of duties (i.e. on
training, extraneous duties, maintaining response times etc.) ..................................... 19
16.9. Depletion of specialist equipment (Rescue Craft, Aerial Appliances etc) ....................... 19
16.10. Reliance on other organisations to provide essential equipment ................................. 19
16.11. Competence of MA RFFS Personnel........................................................................ 19
16.12. 1000M undershoot & overshoot areas.................................................................... 20
16.13. Difficult Environs .................................................................................................. 20
16.14. Domestic Fire Response…………………………………………………………………….20

Part A- General
16.15. Landside Incidents .................................................................................................... 20

16.16. Loss of Fire Cover…………………………………………………………………………20
16.17. Additional Water Supplies………………………………………………………………..21
16.18 . Low Visibility Procedures ............................................................................................ 21
16.19. Training and Competence of First Aid personnel .......................................................... 21
16.20. Medical Equipment ................................................................................................... 21

Part A- General
Part E- Aerodrome Operating Policies and Procedures
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 – Baggage Hall Operations
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- General

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.
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 viewable on the ‘Manchester Airport
Internet site http://www.manchesterairport.co.uk/ops from where it may be downloaded as a
PDF file.
The Emergency Orders can be found on MAGBook with specific access being emailed to
those on a set distribution list and those external agencies that require it.

Part A- General
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 green which appears
light grey when printed in monochrome.
5. AMENDMENTS
The Aerodrome Manual is formally issued at the beginning of each calendar year and then
updated throughout the year in the form of supplementary instructions. For example, at the
beginning of YYYY the Aerodrome Manual is issued as YYYY v1.
If an operational change occurs, then a supplementary instruction will be issued. A notice will
be sent to all recipients to advise that a supplementary instruction has been issued.
If a major operational change is required or there are several changes required, then a re-
issue will be considered; this will be issued as YYYY v2.
Information that has been altered will be highlighted in olive green within the document along
with a highlighted amendment line in the right margin of the relevant paragraph. Highlighting
will only be applied for the first version in which the information was altered.
Handwritten amendments to any edition of this manual are strictly prohibited. The Manchester
Airport site will always carry the current version. The responsibility for noting and acting on
such amendments rests with the manual holder.
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
http://www.manchesterairport.co.uk/about-us/publications/fees-and-charges/
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 the Air Navigation Order (ANO).
As the Certificate Holder, Manchester Airport is required to take all reasonable steps to secure

Part A- General
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. The Aerodrome Manual complies with all obligations as
placed on Manchester Airport by EASA.

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

Part A- General
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.
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.

Part A- General
Runway
A defined rectangular area, on a land aerodrome prepared for the landing and take-off run of
aircraft along its length.
Runway End Safety Area (RESA)

An area symmetrical about the extended runway centreline and adjacent to the end of the strip
primarily intended to reduce the risk of damage to an aeroplane undershooting or
overrunning the runway.
Shoulder
An area adjacent to the edge of a paved surface so prepared as to provide a transition
between the pavement and the adjacent surface for aircraft running off the pavement.
Stopway
A defined rectangular area at the end of the take-off run available, prepared and designated
as 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:
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).
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- General
9. ABBREVIATIONS
AAIB Air Accident Investigation Branch
ACL Airport Co-ordination Ltd
ACN Aircraft Classification Number
AD Airside Directive (or may be Aerodrome in aeronautical context)
ADF Automatic Direction Finder
ADM Airfield Duty Manager
AFMM Airfield Facilities and Maintenance Manager
AFS Airport Fire Service
AGL Aeronautical Ground Lighting
AIS Aeronautical Information Service
ALARP As Low As Reasonably Practicable
AMC Acceptable Means of Compliance
ANO Air Navigation Order
AOA Airport Operators Association
AOC Airline Operators Committee
AOC Airfield Operations Centre
AOM Airfield Operations Manager
AOP Airfield Operations Procedure
AOR Airfield Occurrence Report
HASC Head of Airfield Safety & Compliance
ASA Aerodrome Safety Alert
APPS Approach Surface
ASB Airside Safety Bulletin
ASDA Accelerate Stop Distance Available
ASI Airside Standing Instruction
ORAM Operational Risk & Assurance Manager
ASCO Airfield Safety & Compliance Officer
OSMC Operational Safety Management Committee
ASOO Airfield Senior Operations Officer
ATC Air Traffic Control

Part A- General
ATCO Air Traffic Control Officer
ATS Air Traffic Service
ATZ Aerodrome Traffic Zone
ATSA Air Traffic Services Assistant
AVDGS Advance Visual Docking Guidance System
CAA Civil Aviation Authority
CAP Civil Aviation Publication
CCO Chief Commercial Officer
CDA Continuous Descent Approach
CEO Chief Executive Officer
CP Critical Part
CS Conical Surface
CTR Control Zone (Air Traffic Control)
DME Distance Measuring Equipment
DRA Development Risk Assessment
DRDF Digital Read out Direction Finder
EASA European Aviation Safety Agency
EMS External Maintenance Supervisor
EMT External Maintenance Team
EPRM Emergency Planning & Resilience Manager
ESTM Engineering Shift Team Manager
ETB Engine Test Bay
FOD Foreign Object Debris
FSOM Fire Service Operations Manager
GA General Aviation
GHSL Ground Handling Service License
GM Guidance Material
GMC Ground Movement Control
GMP Greater Manchester Police
GSB Group Safety Board
HAO Head of Airside Operations

Part A- General
HAZOP Hazard and Operations analysis
HR Human Resources
HSE Health and Safety Executive
H24 24 hours a day, every day.
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
IHS Inner Horizontal Surface
ILS Instrument Landing System
IMC Incident Management Centre
IN Information Notice
IRVR Instrumented Runway Visual Range
KSPI Key Safety Performance Indicator
LCC Live Communications Centre
LDA Landing Distance Available
LOP Local Operating Procedure
LPA Local Planning Authority
LSA Localiser Sensitive Area
LVP Low Visibility Procedures
MA Manchester Airport
MAG Manchester Airport Group
MAG CD MAG Capital Delivery
MAFRS Manchester Airport Fire and Rescue Service
MANTIS Manchester Airport Noise Tracking Information System
MATS Manual of Air Traffic Services
MASHCO Manchester Airport Storage and Handling Company (Aviation Fuel)
MOR Mandatory Occurrence Report
MOTNE Meteorological Observation Telecommunications Network Europe
MT Motor Transport
NATS National Air Traffic Services Ltd
NNI Noise and Number Index
NOTAM Notice to Airmen

Part A- General
NWAS North West Ambulance Service
OAN Operational Advice Notice
OFZ Obstacle Free Zone
OHS Outer Horizontal Surface
OLS Obstacle Limitation Surface(s)
ORA Operational Risk Assessment
PAPI Precision Approach Path Indicator
PCN Pavement Classification Number
PCV Passenger Carrying Vehicle
PHI Preliminary Hazard Identification
PNdB Perceived Noise Decibels
PPE Personal Protective Equipment
PPR Prior Permission Required
PSM Passenger Services Manager
PSZ Public Safety Zone
RAP Runway Access Point
RESA Runway End Safety Area
RFFS Rescue and Fire Fighting Services
RIV Rapid Intervention Vehicle
RoSPA Royal Society for the Prevention of Accidents
RPE Respiratory Protective Equipment
RTF Radio Telephony
RVP Rendezvous point
RVR Runway Visual Range
SARG Safety & Airspace Regulation Group (CAA)
SI Supplementary Instruction
SID Standard Instrument Departure
SIP Safety Improvement Plan
SMM Safety Management Manual
SMR Surface Movement Radar
SMS Safety Management System

Part A- General
SNOWTAM Snow State Message to Airmen
SRA System Risk Assessment
SSC Safety Severity Categorisation
SSR Secondary Surveillance Radar
STAR Standard Arrival Route
TAP Taxiway Access Point
TDZ Touch Down Zone
TOCS Take-Off Climb Surface
TODA Take Off Distance Available
TORA Take Off Run Available
TS Transitional Surface
UK AIP UK Aeronautical Information Publication
ULD Unit Load Device
VCR Visual Control Room
VFR Visual Flight Rules
VOR VHF Omni Directional Radio Range
WIP Work-In-Progress (Airside works areas or activities)
WM Watch Manager (ATC)

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 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- General
TECHNICAL ADMINISTRATION
11. NAME AND ADDRESS OF AERODROME
Manchester Airport
Olympic House
Manchester Airport
Manchester Airport
Manchester
M90 1QX
12. NAME AND ADDRESS OF CERTIFICATE HOLDER
Manchester Airport
Olympic House
Manchester Airport
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- 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

Part B- Safety Management System

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 Head of Airfield Operations 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. Scope
The airport Safety Management System has been established to provide an efficient
Management Structure and Systematic approach to the safe operation of the airport. The
SMS is written in compliance with required legislation, including ICAO Annex 14 Volume 1,
ICAO 9859, EASA Implementing Rules / Organisation Requirements – Aerodrome
Operators and Air Navigation Order.
The scope of the Safety Management System:-
a. Provides details on the Airport’s approach to safety.
b. Documents the airport safety policy, objectives, procedures and individual safety
accountabilities.
c. Outlines the organisational safety management structure at the Airport.
d. Provides details of safety related committees.
e. Describes the safety risk management process.
f. Describes the safety performance monitoring and measurement process.
g. Details safety promotion methodology.
h. Provides a cross-index of Regulatory and Airport safety related documentation.
i. Provides details on emergency response planning.
j.

1.2. Context
Risk Management at Manchester Airport falls into 3 main elements:
 Occupation Health & Safety

 Business Impact
 Operational Safety
All of these elements are crucial and pivotal to the Airport’s function as a whole but the
Safety Management System, defined in this Manual, is focused only on the Operational
Safety and Risk Management of the airside operations at Manchester Airport.
1.3. Principles
Safety management is achieved through the implementation of the following principles:
Policy:
An effective Safety Policy will be implemented to ensure that the highest standards of safety
are maintained at all times. This is contained within the MAG Airside Safety Policy
Organising:
An effective management structure within the company will be put in place to ensure that the
Safety Policy is achieved. The Policy ensures clear lines of accountability so that it is
apparent to all where safety responsibilities lie. Interaction and communication between all
airside operators with regard to safety is essential, as is close liaison between the Airport and
the Civil Aviation Authority.
Planning:
A planned and systematic approach to implementing the Safety Policy will be achieved
through an effective safety management system. The planning process will identify the safety
priorities and objectives together with training, equipment and other resource requirements.
The Airport requires all companies operating airside to follow industry best practice and have
written safe working and operating procedures.
Measuring performance:
Performance will be measured against agreed standards to assess when and where
improvement is needed. Safety committees discuss and address all matters relating to
airside safety so that safe, efficient operations can be maintained and enhanced.
Auditing and reviewing performance:
Safety audits are one of the principle methods for fulfilling the safety performance monitoring
functions. Safety audits are performed internally and also externally by the Civil Aviation
Authority.

2. SAFETY POLICIES & MANAGEMENT STRUCTURES
2.1. Manchester Airport Airfield Safety Policy
June 2018

2.2. Key Safety Post Holders
Accountable Manger Rad Taylor, Operations Director
Safety Manager Chris Wild, Head of Airfield Operations
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 Head of Airfield Operations.
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 manager’s 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.

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.
2.4. Key Aerodrome Post Holders

Position authorised to
Current Post Holder Position
deputise in event of absence
Andrew Cowan Divisional Chief Executive Officer Chief Operating Officer
Tricia Williams Chief Operating Officer Operations Director
Rad Taylor Operations Director Head of Airfield Operations
Head of Emergency Services & Fire Service Operations

Simon Woodward
Security Manager
Operations Director
Airfield Operations Manager

Chris Wild Head of Airfield Operations Airfield Technical Manager
Operational Risk &

Assurance Manager
Head of Asset Management

Tim McDermott Asset Management Director
Services
Head of Airfield Strategy &

VACANT Operations Director
Programmes
Stephen Johnston Asset Management Services Asset Engineering Operations

Director Manager
Motor Transport Manager
Head of Asset Maintenance

David Boyle Asset Management Director
Optimisation
Manager Operations &

John Mayhew General Manager ATC (NATS)
Training (NATS)

2.5. Management Reporting Structures
2.5.1. Manchester Airport
MANTP Commercial and

Contracts Director
MANTP Business Change

Director
Divisional MANTP Delivery Director

Chief
Executive
Officer Commerical Director
Chief Operating Officer
Executive Assistant

2.5.2. Manchester Airport Leadership Team
Operations Director
Customer Services and

Security Director
Asset Management
Chief Director
Operating
Officer Asset Management
Services Director
Landside Operations
Director
Head of External Affairs

2.5.3. Manchester Airport Operations
Head of Airfield
Operations
Head of Emergency
Services & Security
Head of Airfield Strategy

& Programmes
Operations
Director
ATM Policy & Planning
Manager
ATM Performance &

Analysis Manager
Health & Safety

Manager
Team Secretary

2.5.4. Airfield Operations
Head of
Airfield
Operations
Airfield Airfield Operational Risk

Technical Airfield Liason Operations & Assurance Technical
Manager Manager Manager Manager Adminstrator
Airfield Airfield
Operations Airfield Duty Wildlife Control Operations
Delivery Manager Managers Manager Administrator
Airfield Safety &

Compliance
Officers
2.5.5. Airfield Planning
Airfield Technical
Manager
Airfield Technical Airfield Technical Airfield Technical Airfield Planning

Planner (BAU) Planner (BAU) Planner (MTP) Assistant (Apprentice)

2.6.6. Operational Risk & Assurance
2.6.7. F
i
r
e
, Operational Risk
& Assurance
E Manager
m
e
r
g
Operational e Operational
Compliance SMS Compliance Technical Trainer
Compliance Officer
Auditor n Auditor
c
y
S
e
r
vices & Security
Head of Fire & Emergency

Services
Fire Service Emergency Airfield Security

Planning & Fire Safety
Operations Manager Operations NWAS Contract
Manager Resilience Manager Manger
Fire Service
Station Fire Service Airfield Security
Training
Managers (x4) Administrator Team Managers
Manager
Watch Manager
(x8) Leading Airfield
Security Officers
Crew Manager Airfield Security

(x20) Officers
Fire Fighter (x52)


2.6.8. NATS (ATC)

ATC General
Manager
Group
Manager ATC Engineering
Manager
ATC Watch ATC ATC Ops & Senior Engineer

Managers Investigator Safety & DEO's
Deputy ATC
Watch
Managers
ATCO's &
ATSA's

2.7. SAFETY ACCOUNTABILITIES & RESONSIBILITIES
2.7.1. Divisional Chief Executive Officer
Current Post Holder
Andrew Cowan
Aerodrome Safety Accountabilities
The Divisional Chief Executive Officer is accountable to the MAG Chief Executive
Officer
Key Aerodrome Safety Responsibilities
 Ensure the relevant safety significant issues are brought to the attention of the Board
 Ensure the Airport’s operation is sufficiently finances to meet the requirements of
maintaining the Aerodrome Certification
 Ensure safety is paramount whilst leading and overseeing the delivery of the airport
strategic plan
 Determine and lead a cultural environment that encourages employees to report all
incidents and safety concerns
 Ensure safety is paramount during periods of change to personnel, business process
and physical change
 Ensure the Airport’s leadership and management team is structured to fulfil all
required safety accountabilities and responsibilities
The following signature of the post holder confirms their acceptance of the above aerodrome
safety responsibilities.

2.7.2. Chief Operating Officer
Current Post Holder
Tricia Williams
The Chief Operating Officer is accountable to the Divisional Chief Executive Officer.
 Ensure that relevant safety significant issues are brought to the attention of the
Executive Committee (EXCO)
 Ensure the Airport’s 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 airport’s
organisational structure and business processes and physical infrastructure.
 Ensure that all key post holders are aware of their safety responsibilities.

2.7.3. 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 Chief Operating Officer.
 Accountable manager for the Aerodrome as defined in EASA ADR.OR.D.015

(Personnel Requirements).
 Ensure the Airport’s 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.

2.7.4. Asset Management Director
Current Post Holder
Tim McDermott
The Asset Management Director is accountable to the Chief Operating Officer.
 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.

2.7.5. Asset Management Services Director
Current Post Holder
Stephen Johnston
The Asset Management Services Director is accountable to the Chief Operating

Officer.
 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 Operational Advice
Notices 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.

2.7.6. Head of Emergency Services & Security
Current Post Holder
Simon Woodward
The Head of Emergency Services & Security 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 airport’s 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.

2.7.7. Head of Asset Optimisation
Current Post Holder
David Boyle
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.

2.7.8. Head of Airfield Operations
Current Post Holder
Chris Wild
The Head of Airfield Operations is accountable to the Operations Director.

 Ensure that airfield safety and compliance requirements are considered during the
planning process for all airside development projects and maintenance works
 Ensure details of all work in progress are promulgated in accordance with the
Manchester Airport Operational Advice Notices
 Ensure that Aerodrome Safeguarding assessments are undertaken in accordance with
CAP 738 and that appropriate safety consultation takes place
 Ensure the Manchester Airport 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
 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
 Monitor safety performance and set strategic improvement activities through chairing
of OSMC and escalate trends to the Manchester Airport Health, Safety &
Environment 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, procedures and policies which support and improve the delivery of
airfield operations, winter operations, low visibility operations and baggage hall
operations
 Maintain a robust wildlife risk management programme and systematic methods of
monitoring and control, including assessment of hazards within a 13km radius of the
airport
 Ensure the airfield is inspected, maintained and developed in compliance with EASA
requirements

 Maintain a safety reporting process for airfield safety significant events, including
Mandatory Occurrence Reports to regulatory authorities and notification of serious
incidents to the CAA and Air Accidents Investigation Branch (AAIB)
 Ensure an effective emergency response and operational recovery system is in place
for aircraft emergencies, airfield incidents and disruption

2.7.9. Head of Airfield Strategy & Programmes
Current Post Holder
VACANT
The Head of Airfield Strategy & Programmes is accountable to the Operations

Director.
 Ensure short, medium and long term ATM capacity needs and efficiency
enhancements (including apron stand demand, runway operating hours and ancillary
functions) to accommodate predicted aviation growth.
 Provide translation of complex legislation, regulatory requirements and industry
policies into cohesive strategies and plans.
 Ensure development of ATM functionality projects and programmes, ensuring
infrastructure, IT systems and operational processes are fully aligned.
 Provide contribution to the development of operational concepts associated with the
Manchester Transformation Programme.
 Provide analysis of the performance of Air Traffic Control ensuring standards are
maintained in accordance with regulatory requirements.
 Provide an ATM analytics and performance reporting system.
 Ensure development, delivery and continuous improvement to the ATM flow
management systems and processes.
 Develop and maintain key account management strategies that enable effective
management of critical service partners and airlines.
 Ensure that critical service partners and airlines are full engaged in developing action
plans which deliver a continuous improvement.

2.7.10. Airfield Duty Managers
The Airfield Duty Managers (ADMs) are accountable to the Airfield Operations
Manager.
The ADM is the senior aerodrome operational authority, outside of normal working
hours where the Operations Director or his/her deputy (Head of Airfield Operations)
are absent.

2.7 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.
2.7.1. 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 Operational Risk & Assurance Manager.
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.
2.7.2. 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

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.
MAG
MAG Aviation
Operations
Group Safety
Board Board
Health, Safety &

Environment
Board
Operational Safety
Management
Committee
ATC
Airfield Change
Management
Board (ACB)
Committee
Emergency Planning Airfield Safety Flight Operations Safety

Safety Performance
& Resilience Board Strategy Group Committee/Local
Committee
Runway Safety Team
Baggage Operations
and Infrastructure
Committee
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.
3.1.2. Group Aviation Operations Board
The Group Aviation Operations Board meets quarterly; the meetings are rotated between
the Airport sites and chaired by the representative of the host Airport.
Membership of the Board comprises Operations personnel of supervisory or management

level, who hold particular responsibility for Airside safety.
The overall objective of the Board is to review Group and industry safety performance,
identify common development strategies and review emerging regulatory requirements;
ensuring best practice and lessons learnt are shared and addressed effectively across the
Group 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.
3.2.1. Health, Safety & Environment Board
The Health, Safety & Environment Board is a monthly meeting chaired by the Operations
Director of Manchester Airport. The board aims to oversee and coordinate Health & Safety
across the whole airport site. The board forms part of the wider Airport Leadership Team
meeting which brings together the leaders of Manchester Airport.

3.2.2. Operational Safety Management Committee (OSMC)
Aim To oversee compliance with regulatory safety requirements, including

the Aerodrome Certificate and MAG’s internal safety objectives.
To endorse policy on matters relating to airfield safety management.
Duty & 1. Set and agree actions which aim to continuously improve safety
Responsibilities 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.
Accountability Head of Airfield Operations or appropriate deputy.
Authority The Head of Airfield Operations will seek guidance from the
Manchester Airport Safety Board or Regulatory Authority in the event
that an issue falls outside their accountability.
Composition Head of Airfield Operations, Asset Maintenance Manager, Head of
Emergency Services & Security, General Manager NATS, Health &
Safety Manager.
Quorum Four persons.
Performance The OSMC’s performance will be measured by the outcome of external

audits (external bodies and regulatory authorities) and performance
against set safety performance indicator targets.
Outputs 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 SPI’s 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.
Administrative Minutes will be taken by the Technical Administrator or appropriate
Support deputy.
Terms of Terms of reference are reviewed annually.
Reference
Frequency Monthly

3.2.3. Airfield Change Board (ACB)
Aim To oversee airfield change to ensure consistency with airfield future

operational & development strategies.
Duty & 1. Set and agree the operational long-term development of the
Responsibilities Airfield, whilst ensuring change adheres to this strategy.
2. Approve in principle future airfield development prior to
presentation to Capex panel and/or Works Coordination
committee
3. High level impact assessment of planned schemes and their
effects around the business as a whole.
4. Coordinate and collaborate with other forums/committees, for
deconfliction analysis.
Accountability Head of Airfield Operations /Head of Airfield Strategy and Programmes
Authority The Head of Head of Airfield Operations will seek guidance from the
Airport Leadership Team in the event that an issue falls outside of their
authority
Composition Head of Airfield Operations, Head of Airfield Strategy & Programmes,
Airfield Technical Manager, Operations Director, Manager ATC, HR
Business Partner, Head of Asset Planning, Capital Delivery Programme
Manager, Environment, Health & Safety, Business Continuity Manager,
Operational Risk & Assurance Manager, Head of Utilities, Head of
Asset Optimisation.
Quorum Five Persons
Performance N/A
Outputs 1. Any Regulation Changes reviewed for impact on planned
projects and promulgated to Airfield Programme Board
2. Review the Airfield Masterplan to evolve high level capacity
options
3. Determine operational “best fit” airfield development
4. Present updates to OSMC regarding conflicting change versus
operational safety and efficiency
Administrative Minutes will be taken by the Technical Administrator
Support
Terms of Reference Terms of reference to be reviewed annually
Frequency Bi-Monthly

3.2.4. Safety Performance Committee (A)
Aim 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.
Duty & 1. Review and discuss safety incidents relating to airfield operations
Responsibilities 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 Operational Risk & Assurance Manager or appropriate deputy
Authority The Operational Risk & Assurance Manager will seek guidance from
the Operational Safety Management Committee or regulatory authority
in the event that an issue falls outside their accountability.
Composition Operational Risk & Assurance Manager, Head of Airfield Operations,
Airfield Duty Manager, Health & Safety Manager, Performance &
Standards Manager, SMS Compliance Officer.
Quorum Four persons
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
1. 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
Administrative Minutes will be taken by the Airfield Operations Administrator or

Support appropriate deputy
Reference
Frequency Weekly

3.2.5. Safety Performance Committee (B)
Aim 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.
Duty & 1. Set and agree actions which aim to continuously improve safety and
Responsibilities 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.
Accountability Head of Airfield Operations or appropriate deputy
Authority 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.
Composition Manchester Airport & NATS
Quorum Representation of at least 1 participant from NATS and Manchester
Airport
Performance The SPC’s performance will be measured by the outcome of external
elevated 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.
Administrative Minutes will be taken by the Airfield Operations Administrator or

Support appropriate deputy.
Reference
Frequency Weekly

3.2.6. Airfield Safety Strategy Group
Aim A partnership involving airlines, airport operations and airside service

partners to focus on ramp safety and champion continuous
improvement.
Duty & 5. Promotion of good safety behaviours across the airfield through
Responsibilities 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 ASI’s 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.
Accountability Operational Risk & Assurance Manager or Head of Airfield Operations

(deputy)
Authority The Operational Risk & Assurance Manager will seek guidance from
the Operational Safety Management Committee or regulatory authority
in the event that an issue falls outside their accountability.
Composition Operational Risk & Assurance Manager, Head of Airfield Operations,
Operational Compliance Auditor, MA Health and Safety Manager,
Airfield Operations 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.
Outputs 1. Minutes and actions
2. Promotional material and messages
3. Agreement on changes to airside safety policy
4. Information sharing amongst business partners

Support deputy
Reference
Frequency Bi-Monthly

3.2.7. Flight Operations Safety Committee (FLOPSC)
Aim 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.
Duty & 1. Review, discuss and agree policy on ATC and flight procedures
Responsibilities 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
Accountability Head of Airfield Operations
Operational Safety Management Committee, Manchester Airport Safety
Board or Regulatory Authority in the event that an issue falls outside
their accountability.
Composition Operations Director (optional), Head of Airfield Operations, Airfield
Technical Manager, Asset Maintenance Manager, ATM Policy &
Planning Manager, Airfield Planning representative, NATS
representatives and Manchester based airlines.
Quorum Airport: 3 persons

NATS: 1 person
Airlines: 3 different airlines
Performance The FLOPSC performance will be measured by the outcome of external
elevated 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.
post-holders.
Support deputy.
Reference
Frequency 4 times yearly.

3.2.8. Local Runway Safety Team (LRST)
Aim To ensure that an effective system is in place for considering and

managing all aspects of runway safety risks at Manchester Airport.
Duty & 1. To reduce runway incursion/excursion risk to as low as reasonably
Responsibilities 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.
Accountability Head of Airfield Operations or authorised deputy
Operational Safety Management Committee, Manchester Airport Safety
Board or Regulatory Authority in the event that an issue falls outside
their accountability.
Composition Operations Director (optional), Head of Airfield Operations, Airfield
Technical Manager, Asset Maintenance Manager, ATM Policy &
Planning Manager, Airfield Planning representative, Head of Emergency
Services & Security, NATS representatives and Manchester based
airlines.
Quorum Airport: 3 persons, NATS: 1 person, Airlines: 3 different airlines
Performance The LRST performance will be measured by the outcome of external

Outputs 1. Any subjects that adversely affect the high-level risk profile, anything
elevated 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.
post-holders.
Support deputy.
Reference
Frequency 4 times yearly.

3.2.9. Emergency Planning & Resilience Board
Aim To provide governance and oversight as well as to co-ordinate the

strategy for both Emergency Planning and Resilience Committees
from a senior Airport Leadership Team level.
Duty & 1. Provide strategic leadership in relation to the needs and
Responsibilities desires of the business,
2. Ensure regulatory reform is adhered to,
3. Ensure regulatory obligations are adhered to,
4. Clarify the Emergency Orders meet their purpose,
5. Promote a positive culture to emergency response and
resilience throughout the business,
6. Ensure corrective actions are taken to resolve deficiencies.
Accountability Operations Director
Composition Chief Operating Officer, Operations Director, Customer Services

Director, Head of Emergency Services & Security, Head of
Security/Regulatory Policy, Emergency Planning & Resilience Manager.
Quorum 5 persons
Performance Monitored as part of EASA/CAA Audit, MAG Internal Audit and the
Safety and Resilience Board.
Outputs 1. Agree the final version of the Emergency Orders,
2. Communication of significant changes,
3. Input to the Safety Management System
Administrative Agenda to be formulated and minutes to be taken and circulated by

Support the Emergency Planning Officer or appropriate deputy, together with
an action tracker.
Terms of Reviewed annually

Reference
Frequency Quarterly or more frequently if required post-accident, incident or
event. Additionally, in the absence of a meeting or if a more urgent
decision or update is required, email and the agreement of the
majority will suffice.

3.2.10. Baggage Operations and Infrastructure Committee
Aim A partnership involving Baggage Hall operations including engineering

and performance, standards across baggage halls and airside service
partners to focus on operational safety management to improve levels
of airside baggage operations and aerodrome safety at Manchester
Airport.
Duty & 1. Set out and agree actions which aim to continuously improve
Responsibilities safety performance and infrastructure.
2. Promote awareness of airside safety by using safety focus
months when trends have been established.
3. Lead and encourage a proactive safety culture.
4. To take a proactive response to any known
5. To take a proactive response to any known potential or seasonal
operational challenges.
6. Encourage a collaborative approach.
7. Where possible implement positive actions to counter any
negative trends.
8. Promotion of good safety and performance behaviours across all
baggage operations in the 3 terminals.
Accountability Phil Nealon- Head of Baggage Hall Operations.

Phil Johnson – Senior Engineer
Deborah Donaldson – Performance & Standards Manager.
Service Partners.
Authority The chair will seek guidance from the Baggage Hall engineering team,
baggage hall operations and ASSG.
Composition Manchester Airport Baggage Hall Operations.
Quorum Representation from Baggage hall operations, Performance &

Standards and senior service partner managers.
Performance The Baggage Hall performance will be measured by the outcome of

safety trends, internal & external audits.
Outputs 1. Minutes and actions
2. Promotional material and messages
3. Agreement on changes to baggage hall infrastructure
4. Information sharing amongst business partners
Administrative Minutes will be taken by Baggage Hall operations facilitator or

Support Performance & Standards Manager or an appropriate deputy to attend
and take minutes if needed.
Reference
Frequency Monthly

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 Operations will review attendance by the detailed post holders at Safety
Committees detailed within the matrix on an annual basis.
Post Safety Committee

MASB OSMC ACB SPC(A) SPC(B) ASSG FLOPSC LRST EPRB
Operations 
       
Director
Head of  
Emergency
      
Services &
Security
Fire Service  
Operations       
Manager
Head of
Health,
        
Safety &
Environment
Head of  
Airfield         
Operations  
Emergency   
Planning &
     
Resilience
Manager
Operational  
Risk &
      
Assurance
Manager
Operational    
Compliance     
Auditor
Asset  
      
Management
Airfield   
Operations      
Manager
   
Airfield Duty     
 
Managers     
 
NATS   
General/ 
     
ATC
Manager

4. SAFETY INTERFACES AND 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 700 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 week’s 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 & Resilience 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.

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 Engineering
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 MA’s Emergency Orders.

5. 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.

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 &
Resilience Manager exists, and reports to the Head of Emergency Services & Security. 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 Head of Emergency Services & Security. Its stated
purpose is to review, discuss and agree policies and plans for emergency and contingency
responses including measures to improve general resilience.
Emergency
Planning and
Resilience Board
Multi-Agencies Inter-departmental
Emergency Planning and Emergency Planning and
Resilience Committee Resilience Committee

7. DOCUMENT AND 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. Operational Advice Notices) 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 Issue Available

frequency online?
Aerodrome Manual A CAA specified mandatory document Yes
outlining characteristics and procedures
for operations at Manchester Airport. The
MA Aerodrome Manual is split into five
parts as outlined below.
Aerodrome Manual Part A - General Introduction to the Aerodrome Manual Yes
Major annual
Aerodrome Manual Part B – Safety Safety Manage System (SMS) describing Yes
re-issue,
Management System Manchester Airports commitment to safety
version
Aerodrome Manual Part C – Manchester Airport location, features, Yes
updates as
Particulars of Aerodrome Site facilities and services.
appropriate.
Aerodrome Manual Part D – Details Aerodrome features required to be Yes
Particulars of the Aerodrome reported to the Aeronautical Information
required to be reported to AIS Service
Aerodrome Manual Part E – Details policy and procedures for Yes
Aerodrome Policies and procedures operating on the airfield at Manchester
Airport
Supplementary Instruction (SI) A Supplementary Instruction forms part of As required Yes
the Airport’s Safety Assurance process; as
a means of timely notification to users, of
any permanent change to the content of
regulatory or safety critical
documentation.
Operational Advice Notice (OAN) An Operational Advice Notice is used to As required Yes
advise of any operational change, which
will not prompt a permanent amendment
to a regulatory document but which
requires to be communicated to users.
Information Notice (IN) An Information Notice is used as a As required Yes
general communication platform to notify
operational or administrative pertinent
information, which does not warrant the
issue of a SI or OAN.
Aerodrome Safety Alert (ASA) An Aerodrome Safety Alert will be issued As required Yes
to communicate immediate safety
concerns relating to operations,
equipment or environment; and to
highlight negative safety trends.

Minor Works Brief A notice issued in advance of minor works As Required No

being carried out. Minor works may also
be subject of an Operational Advice
Notice
FOCUS Safety Newsletter FOCUS Safety Newsletters are published Monthly Yes
and distributed every quarter. They inform
Airfield users of current events, news,
health and safety and Airfield safety
issues.
7.2. Document Owners
Document Owner
Aerodrome Manual Part A,C,D,E Head of Airfield Operations
Aerodrome Manual Part B Head of Airfield Operations
Emergency Orders Emergency Planning & Resilience Manager
Supplementary Instructions (SI) Airfield Operations, Safety & Compliance
Operational Advice Notices (OAN) Airfield Operations, Safety & Compliance
Information Notices (IN) Airfield Operations, Safety & Compliance
Aerodrome Safety Alert (ASA) Operational Compliance Auditor
Minor Works Brief (MWB) Airfield Planning Team
System Risk Assessment (SRA) Operational Risk & Assurance Manager
Development Risk Assessment (DRA) Head of Airfield Operations
Operational Risk Assessment (ORA) Head of Airside Operations
7.3. 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 Operational Advice Notice, Supplementary Instruction, Information Notice,
Aerodrome Safety Alert, 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 Manchester Airport Website.
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 Controlled Documents
Controlled documents such as Supplementary Instructions (SI) and Operational Advice

Notices (OAN) 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 a
notice) 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.

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 “YYYYMMDD” “Document Name” “version #” “(date of version issue)” i.e.

YYYYMMDD Manchester Airport Aerodrome Manual v1 (1st January YYYY)
SI, OAN, ASA, “Abbreviated Document Name” “Issue” “YYYY” i.e. ASB 01-2017
MWB
SRA, DRA, ORA “Abbreviated Document Name” “Issue” “YYYY” i.e. DRA 01-2017
7.3.2. Operational & Administrative Changes
An Operational Change is a significant alteration to existing work practices that is

permanent. Such changes require a supplementary instruction 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.

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
 Email – Backed up daily
 PC Hard drive – Backed up 3 times daily
 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.

8. SAFETY RISK MANAGEMENT
8.1. 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.
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.
Safety Risk Management is the vital core activity that is the foundation of the overall Safety
Management System.
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.
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
 Head of Emergency Services & Security
 Head of Airfield Operations
 Operational Risk & Assurance Manager
 Head of Airside Operations
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 system’s operational environment are identified.
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.
 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 Potential Consequences Value

Catastrophic  Aircraft/equipment/vehicle/structure destroyed A
 Fatality or multiple fatalities, or multiple serious injuries
 Major fire or explosion with substantial loss of critical infrastructure
 Total reduction in safety margins, severe physical distress or
workload such that the operators cannot be relied upon to perform
their tasks.
Hazardous  Extensive damage to aircraft/equipment/vehicle/structure B
 Single major injury; loss of limbs, permanent disability (RIDDOR
Serious)
 Fire or explosion with partial loss of critical infrastructure
 Significant reduction in safety margins, physical distress or workload
such that the operators cannot be relied upon to perform their tasks
accurately or completely.
Major  Moderate damage to aircraft/equipment/vehicle/structure C
 Lost time injuries to person(s) (RIDDOR reportable)
 Fire or explosion with partial loss of infrastructure
 Reduction in safety margins, distress or workload such that the
efficiency of the operators cannot be relied upon.
Minor  Light damage to aircraft/equipment/vehicle/structure D
 Minor injuries (First Aid treatable)
 Fire or explosion with disruption to operations
 Operating limitations
Negligible  No damage to aircraft/equipment/vehicle/structure E
 Nuisance or distraction but nil injury or near miss
 Fire with no disruption to operations
 Slightly reduced margin of safety but controlled within existing
procedures.

Step 3 – Estimation of the Likelihood of the Hazard Consequences Occurring

Table 2 – Likelihood Rating
Likelihood Description Value
Frequent  Likely to occur many times or has occurred frequently 5
Occasional  Likely to occur sometimes or has occurred infrequently 4
Remote  Unlikely to occur but possible or has occurred rarely 3
Improbable  Very unlikely to occur or not known to have occurred 2
Extremely Improbable  Almost inconceivable that the event will occur 1
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.
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 Hazardous Major Minor Negligible
(A) (B) (C) (D) (E)
Frequent 5A 5B 5C 5D 5E
(5)
Occasional 4A 4B 4C 4D 4E
(4)
Remote 3A 3B 3C 3D 3E
(3)
Improbable 2A 2B 2C 2D 2E
(2)
Extremely 1A` 1B 1C 1D 1E
Improbable
(1)
Risk Classification Risk Required Action

Tolerability
Score
5A; 5B; 5C; The likelihood and / or
severity of the consequence is
4A; 4B; 3A
intolerable. Mitigation will be
necessary to reduce the
Intolerable likelihood and/or severity of
the consequences associated
with the hazard before
proceeding/continuing.
5D; 5E; 4C; The consequence and / or
4D; likelihood is of concern;
measures to mitigate the risk
4E; 3B; 3C;
to as low as reasonably
3D;
practicable shall be sought. If
2A; 2B; 2C it is determined that the risk
classification is still Review,
Tolerable
then the risk may be
accepted, provided that the
risk is understood and has the
endorsement of the
Accountable Manager.
3E; 2D; 2E; The consequence is so
1A; unlikely or not severe enough
to be of concern; the risk is
1B; 1C; 1D;
Acceptable tolerable. However, where
1E
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.

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.
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 and validity for risk assessments is outlined below:
Sign off authority and validity for Risk Assessment

Risk Tolerability Sign off Authority Review Period
Risk Owner/Head of Department 24 months
System Risk Assessment Accountable Manager 12 months
Development Head of Airfield Operations N/A
Risk is not acceptable 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: -
 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;
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.
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.
 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 -

Operational 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
An Operational HAZOPS will be carried out in accordance with Operational 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) Aerodrome Manual Part b, Para 8.2

b) CAP795 – Safety Management Systems – Guidance to Organisations
ICAO Doc 9859 – Safety Management Manual

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, OPRM 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 (MOR’s) are submitted in accordance with the Air
Navigation Order and as required in European Regulation EU 376/2014.
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/EASA (ECCAIRS) 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 OPRM,
as soon as reasonably practicable or in the absence of the HAO the ADM will
facilitate this action.

9.4. Incident / Accident Investigation
The ORAM 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 Head of
Airfield Operations for consideration.
The OPRM will report through to the Operational Safety Management Committee results
of Internal & External investigation findings that may have implications for MA’s 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 non-

reportable 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
H M L
SEVERITY H A A A
M B B C
L C D D

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.
M Significant safety issue e.g. some reduction on safety margins, one or two
elements of procedure or safety nets failed. Possibility of small injury, non-
RIDDOR or minor aircraft damage.
Runway Incursion category C or D.
L No immediate safety concerns. Service standards may be affected.
Frequency
H About once a month on average
M Small number of occasions per year (up to about 4)
L Infrequently, once in 2 years or more
Response
A. Activity to stop or to be immediately reviewed and put under close monitoring

activity.
B No immediate need to stop activity or make changes to procedures.
C No immediate action but ALARP measure to be considered. Monitor.
D No action required but may require further monitoring in the future.
Investigation process
A. Refer to OPRM for urgent investigation. Recommendations to be implemented

within 3 months.
B Refer to OPRM for investigation in routine time. Recommendations to be
implemented within 6 months.
C Sign off at AOR level and refer to AOR procedures.
D Sign off at AOR level and refer to AOR procedures.

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 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 Airprox
Runway Excursion Loss of Separation
Runway Friction Level Bust
Runway Lighting Zone Infringement
Wildlife Control Aircraft Taxiing

Confirmed Wildlife Strike Events Deviations from cleared Taxiway
Unconfirmed / near miss strike events Aircraft parking errors
Risk Category of wildlife observed Obstruction to taxiing aircraft by
Wildlife dispersal methods deployed 1. Moving Vehicle
Grassland Management 2. Stationary Equipment
Turnround Related Incidents Safety Assurance

Collision of equipment with aircraft Safedock Operator absent
Pushback error Airfield Occurrence report summary
Vehicle Accident RFFS Incident response call outs
Apron FOD Turnround Audits
Non compliance
MOR Investigation CAP642Vehicle/Equipment
Inspections
CAP642 Summary
Safety Awareness Promotion
Airside Safety Bulletins
Airfield Safety Promotion News
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 event, but focuses resource on investigating and improving the high-risk
areas. General safety performance is described in chapter 10 of this document.


Health & Safety SSC’s

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.

11. CONTRACTED ACTIVITIES
11.1. ILS Inspections
ILS flight inspections take place every six months on the ILS equipped runways. A licensed
contractor 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 software 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.

12. COMPLIANCE MONITORING
Compliance monitoring of operational activities is an important part of the SMS and is

essential to ensuring Safety Performance Monitoring and Measurement.
MA’s compliance monitoring is organised and governed at three levels.
 Level 1 Departmental Standards Assurance

 Level 2 Airfield Safety & Compliance
 Level 3 MAG Risk & Assurance
12.1. Compliance Monitoring Categories
The compliance monitoring process is divided into 4 categories:
 Internal Compliance Monitoring

 Regulatory (EASA) Compliance Monitoring
 External (Third Party/Contracted) Compliance Monitoring
 Risk Based Compliance Monitoring
Where the competence to complete compliance monitoring is held internally, MA and/or

MAG staff carry out compliance monitoring. When the subject area is too specific to
have a specifically trained member of internal staff, external companies are used. The
following procedure gives an outline of the compliance monitoring system currently in
place at Manchester Airport.
12.1.1. Internal Compliance Monitoring
Audit Level Audit Area Brief Description Auditor Minimum Audit

Frequency
Level 3 MAG Internal Internal and regulatory MAG Risk & Performance &
Departments compliance Assurance Risk based
and
Operational
Areas

12.1.2 Regulatory (EASA) Compliance Monitoring

Frequency
EASA Internal compliance Airfield Safety &
Level 2 Organisation against requirements Compliance Three Yearly
Requirements PART.ADR.OR Subparts Cycle
for Aerodromes A-E
EASA Internal compliance Airfield Safety &
Level 2 Organisation against requirements Compliance Three Yearly
Requirements PART.ADR.OPS Cycle
for Operations Subparts A - C
12.1.3. External (Third Party/Contracted) Compliance Monitoring
The following areas are subject to audit, either by Airfield Safety and Compliance, Airfield
Operations or an externally appointed company:

Frequency
Fuel Compliance with External Bi-Annually per
Management CAP748 for companies service partner
Level 2 who store aviation fuel
or have responsibilities
for “into plane fuelling”.
Level 2 Aircraft De-Icing To assess Service External Bi-Annually per
Partners’ compliance service partner
with MA airside
operational
requirements.
Service Partner To assess Service Airfield Safety & Performance &
Partners’ compliance Compliance Risk based
with MA airside
Level 2 operational
requirements, ASI’s,
Ground Service Licence
and self-certification for
airbridge operations
and airside driving.
Aircraft To assess Service Airfield Daily
Turnround Partners’ compliance Operations
Level 1 with CAP 642 and Local
Airfield Instructions.
Self- To assess the Airfield Safety & Performance &
Certification Operators’ compliance Compliance Risk based
(Operators with CAP 642 and MA
Level 2 Vehicle requirements on airside
Maintenance vehicle standards.
Standards)

Ramp Vehicle Spot-check process to Airfield Safety Monthly

Level 1 Inspection monitor compliance with and Compliance
CAP642 vehicle
standards.
12.1.4. Risk Based Compliance Monitoring
To assist with ensuring the Manchester Airport operational risk profile is accurate and
continually updated, the Operational Risk & Assurance Manager will issue compliance
monitoring requests to the Operational Compliance team. This is to ensure the
performance/adequacy of risk barriers is monitored and outcomes are inputted back into
the operational risk management profile.
12.2. Third Party/Contracted Activity Complexity Triangle
High- 1 YEAR
Medium- 2 YEARS
Low- 3 YEARS
12.2.1. Third Party / contracted organisations’ operational activities will be audited

on a performance and risk basis.
Performance based 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. These audits will cover airside operational
activities that the audited company is self-certified for e.g. Airbridge Operations and
Airside Driving to ensure compliance with MA requirements.
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 an Operational Compliance Audit Report

which will then be filed and maintained for a period of 2 years.
Performance based audits can also be carried out as a ‘Desk Top’ audit from a
location away from the company being audited using electronic communications.
‘Desk Top’ audits provide a level of safety assurance and compliance with MA
requirements by the information and documentation requested by and submitted to
the Auditor.
Analytical information will determine the level of oversight before being categorised

against the Complexity Triangle according to risk and performance RED (High),
AMBER (Medium), or GREEN (Low).
The Complexity Triangle will determine the initial oversight required in proportion to
the organisations operational complexity and be continually evaluated and
reassessed to determine further categorisation if required.
Determination of the level of oversight assurance will be agreed by Airfield Safety &
Compliance Team.
12.3. Compliance Monitoring Schedule
A Safety Management Compliance Monitoring Schedule for MA Internal

Departments and 3rd Party / contractors programmes audits over a 36 month (3
year) period.
The Operational Compliance Auditor is responsible for the Safety Audit Schedule.
The internal and external annual audit schedules will be subject to approval by the
HASC and the Operations Director (Accountable Manager).
Whilst the matrix sets out the preferred audit schedule, changes to the matrix will be
made to facilitate the audit process when necessary.
12.4. Compliance Monitoring 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 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 the above Safety Audit 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.
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 Head of Airfield Operations Persistent
non-compliances by individual companies will be monitored by the Airfield Safety &
Compliance Audit Team and brought to the attention of the Head of Airfield Operations.
12.4.1. Non-compliance Categorisation
Each Audit finding is categorised as RED, AMBER or GREEN requiring a response within
an agreed period of time.
 RED Non-Compliance - Response required in 7 days

 AMBER Requires attention/observation – Response required in 28 days
 GREEN Compliant
12.4.2. Audit Outcomes
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 (SPC) and Operational Safety Management Committee (OSMC).

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 MA-NATS 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. THE MANAGEMENT OF CHANGE
14.1. 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.
14.1.1. Changes Requiring Prior Approval by 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 prior approval 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 Airport’s 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.
Details of the change that require prior approval by the CAA must be submitted using the
guidance described in CAP 791 and more specifically SRG2011 form.
14.1.2. Changes not Requiring Prior Approval by 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 14.2 and 14.3 describe the ‘Management of Change’. Whilst
approval by the competent authority is not required, there may still be a requirement to notify
the competent authority of the change.
Notification of the changes that do not require prior approval will be undertaken by ensuring
the CAA receive copies of the relevant mandatory communications such as Supplementary
Instructions (SI) or Operational Advice Notices (OAN).

14.2. The Management of Change (Personnel)
14.2.1. 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.
The Head of Airfield Operations (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.
14.2.3. 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.
14.2.4. 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.
14.2.5. Guidance
a) Safety Competency Frameworks – Part B Section 14

b) Change Management (System, Equipment, Procedure) – Part B, Para15.3

14.2.6. 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
14.3. The Management of Change (System/Equipment/Procedure)
14.3.1. 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.
The relevant Head of the Department shall notify all managers about any potential safety-
related 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.
14.3.3. 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.
14.3.4. 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.

14.3.5. Guidance
a) Safety Risk Management Methodology – Part B, Para 8.2

b) Change Management (Personnel) – Part B, Para 15.2
14.3.6. References
a) EASA ADR.OR.B.040(f) – Management of Changes

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

15. 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 B – Safety Management System
 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
 Supplementary Instructions (SI)

 Operational Advice Notices (OAN)
 Information Notice (IN)
 Aerodrome Safety Alert (ASA)
 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.
Manchester Airport Group (MAG) operate a recognition reward scheme, ‘Airside Safety
Award’ to recognise, respect and appreciate external airside operating colleagues who
demonstrate commitment to improving and developing airside safety.
The Recognition programme allows for instant recognition when an airside operating
employee behaves in a way that deserves acknowledgment for their actions and
achievements.
There is no limit to the number of recognition awards an employee can receive

throughout the year. The ‘Airside Safety Award’ scheme is maintained and managed by
Airfield Operations.
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.

16. 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.
16.1. 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.
16.2. 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.
16.3. 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
16.4. 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 aerodrome post
holders with operational safety responsibilities. This involves most managers within
Operations.

Part C- Particulars of the Aerodrome Site

AERODROME CHARACTERISTICS
NOTE: Information in Part C must not be used for operational or flight planning purposes.
1. LOCATION AND ELEVATION
Aerodrome Reference Point Lat. 532113.48N

(Mid point Runway 05L/23R) Long. 0021629.82W
Aerodrome Elevation 257ft

Apron Elevation 238ft
2. 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 Surface Where

penetrated & promulgated
amount
Air Traffic Next to North 53.21.27.89N Inner Horizontal To be included
Control side fire station 002.16.46.33W Surface in
Tower Height 434 Feet AMSL UKAIP/NOTAM
Chimney On ‘Airport 53.21.50.28N 23R Approach UK AIP
Hotel’ public 002.15.28.83W 24 feet Aerodrome
house abeam 285 feet Chart
Link Juliet
Chimney On terraced 53.21.52.94N 05L Take-Off Type A chart
house Ringway 002.15.02.63W Climb
Road 281 feet 13 feet
SMR On roof of ATC 53.20.27.30N Transitional UK AIP
Antenna tower 002.16.59.53W 4 feet Aerodrome
316 feet Chart
Tree South of airfield 53.20.56.86N, 23L Approach UK AIP AD
(3553) 002.16.21.94W 13 foot 2.10
255.35 feet
Tree South of airfield 53.21.05.47N, Inner Horizontal UK AIP AD
(3203) 002.13.54.38W 11 foot 2.10
344.85 feet
National South of airfield 531905.19N Inner Horizontal UK AIP AD
Grid 0021705.85W 2.10
Pylon 397 feet

4. MANOEUVRING AREA SURFACES

4.1. Runways
Runway 05L 23R 05R 23L

Hdg ° (true) 051° 231° 051° 231°
Length (m) 3048 3048 3047 3200
Width (m) 46 46 45 45
Starter Extension None None None 150m x 30m
Surface Concrete/ Asphalt Concrete/Grooved Asphalt
Slope overall 0.49% up 0.49% down 0.46% up 0.48% down
Longitudinal Locally less than 0.25% Change between Local slopes less than 1.25%. Change
Slopes consecutive slopes less than between consecutive slopes less than
1.5% Maximum rate of change of gradient over 1.5%. Maximum rate of change of gradient
30m is 0.41%. over 30m is 0.1%.
Sightlines Owing to the humpbacked profile the full length Full length of the runway is visible from any
of the runway may not be visible from the flight point.
deck of an aircraft lined up at the end of the
runway. The high point of the runway is abeam
link golf.
Runway PCN 94/F/C/W/T 94/F/C/W/T 79/F/C/W/T 79/F/C/W/T
Shoulders 23m each side 7.5m inner each side (paved), plus 7.5
outer each side (stabilised grass)
Shoulder PCN 25% of runway strength 42/R/C/W/T
Stopway None declared None declared
Threshold 212 feet 249 feet 186 feet 227 feet
Elevation
TORA 3014m 2897m 3047m 3200m
TODA 3229m 3197m 3347m 3500m
ASDA 3014m 2897m 3047m 3200m
LDA 2587m 2714m 2864m 2864m
RUNWAY END SAFETY AREAS (RESA)

Undershoot RESA distance (ref 517m 390m 242m 534m
Ch3 Para 5.2, 5.3)
Overrun RESA distance (ref Ch3 240m 240m 351m 242m
Para 5.2, 5.3)
Runway Slope - first quarter (ref Less than 0.8% 0.88% Less than 0.8% Less than 0.8%
Ch3 Para 3.3.3)
RESA Slopes (ref Ch3 Para 5.6 Less than 5% Less than 5% Less than 5% Less than 5%
5.7 and 5.8)
Navaids in RESA (ref Ch3, 5.9 No Small frangible Small frangible No
& 6) monitor aerial. monitor aerial.
Delethalisation in Graded Area Yes Yes Yes Yes
(ref Ch3 Para 4.1.3)
Delethalisation of full RESA (ref Yes Yes Yes Yes
Ch3 Para 5.4 implied)
Notes Frangible ILS .
monitor aerial
and plinth within
declared RESA.
Clearway 230m 303m 300m 300m
Strip Dimensions 300m wide 300m wide
60m beyond pavement ends. 60m beyond pavement ends
Note - Strip narrows to 56m on south
Side of starter extension.

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

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

4.2. Northside Taxiway System

Designator ICA TWY or Width PCN Centreline Amplifying Comments
O ASTL to object
Code clearance*
Alpha E TWY 23m 95/R/C/W/T (C-D) 49m
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
Bravo E TWY 23m 95/R/C/W/T (B2-B3) 49m
107/R/C/W/T
(B4-B5) 47.5m
Charlie E TWY 23m 95/R/C/W/T 47.5m
Delta D ASTL 23m 95/R/C/W/T 33.5m Code E access to 216
(abeam retained
STD218-216)
Delta E ASTL 23m 46.5m Strip incorporates Apron
(abeam Road
STD209-215)
(abeam Road
STD203-208)
(R – D5) 107 R/C/W/T Road System
Delta F TWY/AST 25m 55m/50.5
(D5 – D1) L 107 R/C/W/T m
Foxtrot E TWY 25m To be confirmed 49m
Juliet E TWY 23m 72/R/C/W/T 49m
Juliet Echo C ASTL 23m 56/R/C/W/T 32m Strip incorporates Apron
Road. Available for
aircraft up to and
including B757. Strip
meets Code C Taxiway
Requirements, but not
Code D Apron Stand
Taxilane requirements.
Juliet Foxtrot D ASTL 23m 72/R/C/W/U 38m Strip incorporates Apron
Road System
Golf G1-G4 D ASTL 23m 95/R/C/W/T 36m Will accept Code E
aircraft with a max
wingspan of 60m (A330/
B787).
Golf G3– C ASTL 18m TBC 26.5m
abeam SRD
58)
Hotel E TWY 23m 95/R/C/W/T 47.5m
Kilo F TWY 25m 95/R/C/W/T 55m
Lima E ASTL 23m 95/R/C/W/T 42.5m Strip incorporates Apron
Road System.
Romeo E ASTL 23m 107/R/C/W/T 42.5m or Strip incorporates Apron
more Road System.
November E ASTL 23m 95/R/C/W/T 45m Will accept Code F
(D-N3) aircraft with a max
wingspan of 68.5m
(B748).
November E ASTL 23m 95/R/C/W/T 42.5m
Alpha
Papa E ASTL 23m 97/R/B/W/T 42.5m
Quebec E TWY 23m 97/R/B/W/T 42.5m By-pass route across
stands 61 to 64 Right

Signature B TWY 10.5m TBC 19.5m

Taxiway
*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.
4.3. Southside Taxiway System
Designator Code TWY or Pavement PCN Centreline Amplifying Comments

ASTL Width to object
clearance
Bravo Zulu E TWY 23m 79/R/C/W/T 47.5m
Delta Zulu E TWY 23m 79/R/C/W/T 47.5m
Foxtrot Zulu E TWY 23m 79/R/C/W/T 47.5m
Hotel Zulu E TWY 23m 79/R/C/W/T 47.5m
Victor E TWY 23m 79/R/C/W/T 49m A380 capable (V1-V5)
Victor Alpha E TWY 23m 79/R/C/W/T 49m A380 capable
Victor Bravo E TWY 23m 79/R/C/W/T 47.5m
Victor Charlie E TWY 23m 79/R/C/W/T 47.5m
Victor Delta E TWY 23m 79/R/C/W/T 47.5m
Uniform E TWY 23m 79/R/C/W/T 47.5m
Whisky E TWY 23m 79/R/C/W/T 47.5m
Yankee E TWY 23m 79/R/C/W/T 47.5m
Tango E TWY 23m 79/R/C/W/T 49m A380 capable
Sierra D TWY 23m 79/R/C/W/T 47.5m Code D due
Runway/Taxiway
Centreline Separation.
4.4. Runway 05L/23R Links, Exits & Rapid Exit Taxiways
Designator Code TWY or Pavement PCN Strip Width Amplifying Comments

ASTL Width
Juliet E TWY 23m 82/R/C/W/T 47.5m
Mike F TWY 25m 61/R/B/W/T 55m
Hotel E TWY 23m 95/R/C/W/T 47.5m
Foxtrot E TWY 23m To be 47.5m Longitudinal slope is
confirmed 1.7%
Delta E TWY 23m To be 47.5m Longitudinal slope is
confirmed 2.2%
Bravo Delta E TWY 23m 95/R/C/W/T 47.5m
Bravo E TWY 23m 107 R/C/W/T 49m
Alpha Echo E TWY 23m 97/R/B/W/T 49m Total Pavement Width is
25m, however centreline
is not equidistant from
pavement edge,
therefore not compliant
with Code F Pavement
Width Requirements.
Alpha Foxtrot E TWY 23m 56/R/C/W/T 47.5m
Alpha Golf F TWY 25m To be 55m
confirmed
Alpha E TWY 23m 82/R/C/W/T 47.5m


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 (‘wig-wags’) 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.

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 94 numbered stands, some with sub-
divisions 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 116
aircraft, reducing to 94 aircraft when the maximum number of wide-bodied types are
parked.
Terminal Stand Entry Terminal Stand Entry

Stand Stand
Contact or Guidance Notes Contact or Guidance Notes
Number Number
Remote provided Remote provided
1 1 SAFEDOCK 48 3 SAFEDOCK
55 3 SAFEDOCK
9 1 SAFEDOCK 55L 3 SAFEDOCK
10 1 SAFEDOCK 55R 3 SAFEDOCK
11 1 SAFEDOCK 57 R M
12L 1 SAFEDOCK 61L R M
SAFEDOCK M Situated on Taxiway
12R 1 61 R
QUEBEC
15 1 61R R
QUEBEC
16 3 62 R
QUEBEC
17 3 62L R
QUEBEC
18 3 62R R
QUEBEC
21 1 M
22 1 63 R
QUEBEC
23 1 63L R
QUEBEC
24 1 63R R
QUEBEC
25 1 64 R
QUEBEC
26 1 64L R
QUEBEC
27 1 64R R
QUEBEC
31 1 SAFEDOCK 66L R M
32 1 SAFEDOCK 66R R M

43 3 SAFEDOCK
44 3 M
44L 3 M 67R R M
44R 3 M 68 R M
68R R M 201 2 M
69 R M 202 2 SAFEDOCK
69L R M 202L 2 SAFEDOCK
69R R M 203 2 SAFEDOCK
70 R M 204 2 SAFEDOCK
70L R M 204L 2 SAFEDOCK
71 R M 206L 2 SAFEDOCK
71L R M 207 2 SAFEDOCK
73R R M 213 2 M
74 R M 214 2 M
74R R M 216 R M
Situated on Taxiway
80 R M 216R R M
PAPA
Situated on Taxiway
80L R M 217 R M
PAPA
Situated on Taxiway
80R R M 218 R M
PAPA
81 R M 219 R M
Situated on Taxiway
81L R M 231 R M
PAPA
Situated on Taxiway
81R R M 231L R M
PAPA
Situated on Taxiway
231R R M
PAPA
233 R M
82 R M 235 R M
82L R M 237 R M
82R R M 239 R M
83 R M 241 R M
83L R M 243 R M
84 R M 245 R M Not in service
84L R M 247 R M
84R R M 216R R M
85 R M
85L R M
85R R M
86 R M
86L R M
86R R M
100 R M
101 R M

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.

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
28vdc
Stand Rated Power Single/Dua Can be used on L
Manufacturer Installation Convertor
No Output l & R?
available?
1 AXA Pantograph 90kva Single Yes
4 AXA Pantograph 90kva Single Yes Centre only
6 AXA Pantograph 2 x 90kva Dual No
10 AXA Pantograph 2 x 90kva Dual Yes
12 AXA Pantograph 4 x 90kva Quad No
12L AXA Pop-up 90 Kva Single No
12R AXA Pop-up 90 Kva Single No
15 AXA Pantograph 90kva Single No
43 AXA Pantograph 2 x 90kva Dual Yes
44 AXA Airbridge 2 x 90kva Dual No Not 44L and 44R
48 AXA Airbridge 90kva Single No
49 AXA Airbridge 2 x 90kva Dual No
50 AXA Pantograph 1 x 90kva Single No

54 AXA Airbridge 90kva Single No

55 AXA Airbridge 2 x 90kva Dual No
55L AXA Airbridge 2 x 90kva Dual No
55R None
57 None
58 None
61 None
62 None
63 None
64 None
65 None
66 AXA Pantograph 90kva Single No Centre only
69 AXA Pantograph 90kva Single No 69 & 69R only
80 None
81 AXA Pantograph 2 x 90kva Dual No Centre only
100 AXA Pop Up 90kva Single Yes
101 AXA Pop Up 90kva Single Yes
203 Jetway Airbridge 90kva Single No
204 Jetway Pantograph 2 x 90kva Dual No
207 Jetway Pantograph 90kva Single No
209 Jetway Pantograph 90kva Single No
211 Jetway Airbridge 90kva Single No
213 None
214 None
215 Jetway Airbridge 1 x 90kva Single No
217 None
218 None
219 None
231 None
245 None
247 None
249 None
Terminal 1
Terminal 2
Terminal 3
Remote


4.9. Taxiway manoeuvring restrictions*
Taxiway Manoeuvring Restrictions

A None
B No Code F aircraft between B2 & B3 if aircraft on Taxiway Kilo, west of K4
C Turning C2 to D3 unlit. Max A330. D3 to C2 (left turn) Max B753
Max wingspan 60 m (B787/A330). No aircraft on Taxiway Golf if Code F
G aircraft on Taxiway Juliet between J2 & J4. G3 (East) max wingspan 36m (B737-
800).
JE Not available to B757 whilst B767 on JF
JF Maximum Code C with eastbound traffic holding at B6
K No aircraft west of K4 if Code F aircraft on Taxiway Bravo between B2 & B3
L Not available to B777 under own power
N No restrictions
R No restrictions
When V or 23L Starter Extension is in use - Max Code D
S
Max Code D with Code E at VB2
T
Blocked when aircraft holding at S1 westbound
U None
V No turn from V6 to VB2 or from V4 to T1
Number of aircraft to be held in the loop between W1 and Y1: Maximum of 3 x
W/Y aircraft up to and including Code E (B744/B773), or 2 x aircraft if one or both
is Code F (A380/B748/A124).
See also Part E, ASI 11 for restrictions applying to Very Large Aircraft.

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

Special Conditions (SC)
Relevant Reference to
Date Certification Description of SC supporting
Specification (CS) documentation
A.005 Aerodrome Reference Code number This is standard

(code element one) is determined by practice in the UK,
25/02/2015 the greater value of TODA or ASDA allowed by UK CAA
not Aeroplane reference field length.
25/02/2015 CS ADR- B.060 Longitudinal slope slightly out Risk Assessment LV-09
DSN.B.060 (c) of tolerance at SW end of 05L-23R.
(2)
25/02/2015 CS ADR- B.065 Radius of slope transition Risk Assessment LV-09

DSN.B.065 (c) slightly out of tolerance is places on
(1) 05L-23R.
25/02/2015 CS ADR- Sight distance slightly out of Risk Assessment LV-09

DSN.B.070 (b) tolerance.
(1)
25/02/2015 CS ADR- Distance between slope changes Risk Assessment LV-09

DSN.B.075 (a) slightly out of tolerance on 05L-23R.
(1)
25/02/2015 CS ADR- The separation distance between the Risk Assessment LV-10
DSN.D.260 centreline of Runway 05L-23R and
the centreline of Taxiway Juliet
reduces to 171.5m between J3 and
J4.
25/02/2015 CS ADR-DSN The longitudinal slopes on taxiways D Risk Assessment RO-

D.265 (b) (1) & F exceed 1.5% where they intersect 04
with Runway 05L-23R. This is due to
local topography.
25/01/2015 CS ADR- The slopes on Stands 100 and 101 Risk assessment LV-08
DSN.E.360 are 1.5%
25/02/2015 CS ADR- Road-holding position marking is Risk Assessment RO-

DSN.L.600 Pattern A 05
25/02/2015 CS ADR- EGCC uses Amber lamps for Risk Assessment RO-
DSN.M.770 consistency with RTHPs. 05

Items recorded on the Deviation and Action Document
(Revised 25/02/2015)
No. Date Relevant Description of non- Reference to Expiry
Certification compliance supporting date
Specification documentation
(CS)
1 25/02/2015 Nose wheel steering The manoeuvre is
angle will exceed 45 well within the
CS ADR-
degrees when used capability of most
DSN.B.095 (f)
by certain larger aircraft types,
& aircraft types. which have a
maximum steering
CS ADR-DSN
angle of 70
L.565(5) (b)
degrees.
Pilot’s 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.
2 25/02/2015 CS ADR- In certain locations A380 safety case

DSN.D.250 along taxiways the
main wheel to
pavement clearance LV 12 bow-tie
may be less than
that specified at CS LV-12 sign off
ADR-DSN.D.240 (a)
3 25/02/2015 CS ADR- Some taxiways have PMP (Pavement

DSN.D.285. a PCN less than that Management Plan)
of some of the
aircraft types using
them
4 25/02/2015 CS ADR- Taxiway centreline to LV-07 bow tie

DSN.D.320 object clearances:
LV-07 sign off
-Airside roadways
are located entirely
or partially within the

strips of certain LV 12 bow-tie

Apron Stand Taxi
LV-12 sign off
Lanes.
Minor non
compliance (-2m
- A380 uses some
against revised
taxiways with slightly
EASA standard)
reduced centreline
to object clearances.

5.AERODROME CHARTS & MAPS
5.1. Location of Aerodrome from the nearest towns

5.2. Aerodrome Chart
For an up to date aerodrome chart please refer to UK AIP.
5.3. Aerodrome Parking/Docking Chart
For an up to date aerodrome parking/docking chart please refer to UK AIP.

5.4. Aerodrome Operational Boundary/Access Points
An up to date version can be found on the Apron Manoeuvring Map here.
6. VISUAL AIDS
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, 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

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]
General
Aeronautical Ground Lighting (AGL) is a vital part of the airport’s 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.
Provision of Lighting – Runways

H I App. Coded centre-line Coded centre-line Coded centre-line Coded centre-line
908m Five cross 914m Five cross 900m Five cross 900m Five cross
bars bars bars bars
Supplementary Inner 300m Inner 300m None None
App.
Touchdown 900m LED 900m LED None None
Zone
PAPIs RHS 3º 325m from LHS 3º 357m from LHS 3º 437m from LHS 3º 561m from
displaced threshold displaced threshold threshold displaced
threshold
Threshold HI green with wing HI green with wing HI green with wing HI green with wing
bars bars bars bars
Runway Edge Bi-directional flush Bi-directional flush Bi-directional flush Bi-directional flush
fitted 60m spacing fitted 60m spacing fitted 61m spacing fitted 61m spacing
LED LED

Runway Coded 15m Coded 15m Coded 30m Coded 30m

Centreline spacing LED spacing LED spacing spacing
End Lights HI red HI red HI red wingbars HI red
Provision of Lighting – Taxiways and Aprons
Taxiway Lighting conforms to the requirements of EASA CS ADR-DSN.M.710.
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.

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

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
Manchester Airport Group

Olympic House
Wythenshawe
Manchester
M90 1QX
2. GEOGRAPHICAL COORDINATES OF THE AERODROME REFERENCE POINT
Latitude 532113N
Longitude 0021630W
3. 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
3.5. Aerodrome Beacon
Aerodrome beacons are not used at Manchester Airport
4. NAME OF THE AERODROME OPERATOR AND CONTACT DETAILS
Manchester Airport Group

Olympic House
Manchester Airport
Manchester M90 1QX
Telephone No. 0161 489 3000
5. AERODROME DIMENSIONS
5.1. Runways
5.1.1. True Bearing
Runway 05L/23R 54.48.42

Runway 05R/23L 54.35.39
5.1.2. 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.
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.
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.
6. 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 05L/23R 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 5-bar ‘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
turn‐offs within the runway cleared and graded area together with blue edge
lighting on corners.
Uni‐directional stop‐bars are provided at all Runway Taxi‐Holding Positions

(RTHP’s) and bidirectional stop‐bars are provided at all Intermediate Taxi‐Holding
Positions used in RVR conditions of 800 m and below.
RTHP stop‐bars 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. Auto‐start 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.

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 markings are provided on the apron stand taxi‐lanes 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.
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
9. 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

10.2. Taxiway Locations

10.3. Aircraft Stands

WGS84 Coordinates OSGB36 Coordinates
Stand Latitude Longitude WGS84 Ht(m) WGS84 Ht(ft) Easting Northing Ht AMSL(m) Ht AMSL(ft)
1 532138.99N 0021626.70W 122.676 402.482 381856.73 384917.31 71.69 235.203

2 532138.77N 0021629.89W 121.987 400.221 381797.75 384910.54 71 232.94
4 532137.10N 0021629.72W 122.297 401.237 381800.61 384859.06 71.31 233.957
5 532136.78N 0021627.04W 122.716 402.612 381850.14 384849.02 71.73 235.335
6 532135.22N 0021629.54W 122.377 401.498 381803.77 384801 71.39 234.219
7 532135.40N 0021627.33W 122.706 402.579 381844.64 384806.25 71.72 235.302
8 532133.47N 0021630.04W 122.357 401.432 381794.18 384746.82 71.37 234.154
9 532133.77N 0021627.44W 122.696 402.546 381842.31 384755.96 71.71 235.269
10 532131.73N 0021630.16W 122.396 401.563 381791.89 384693.05 71.41 234.285
11 532132.25N 0021627.50W 122.756 402.742 381840.98 384708.96 71.77 235.466
12 532129.43N 0021629.41W 122.536 402.02 381805.4 384621.97 71.55 234.744
12L 532129.79N 0021630.64W 122.406 401.595 381782.76 384633.04 71.42 234.318
12R 532128.94N 0021629.23W 122.506 401.921 381808.76 384606.79 71.52 234.646
15 532130.38N 0021627.31W 122.845 403.036 381844.39 384651.08 71.86 235.761
16 532139.29N 0021622.99W 123.425 404.939 381925.33 384926.16 72.44 237.664
17 532139.21N 0021620.90W 123.815 406.217 381963.82 384923.65 72.83 238.944
18 532139.25N 0021618.00W 124.364 408.019 382017.59 384924.69 73.38 240.748
21 532140.76N 0021630.70W 121.688 399.238 381782.87 384972.14 70.7 231.955
22 532143.85N 0021634.46W 121.679 399.21 381713.76 385067.92 70.69 231.923
23 532142.12N 0021634.04W 121.659 399.144 381721.4 385014.53 70.67 231.857
24 532144.49N 0021637.14W 121.61 398.983 381664.36 385087.87 70.62 231.693
25 532142.48N 0021636.90W 121.63 399.048 381668.49 385025.81 70.64 231.759
26 532144.74N 0021639.99W 121.441 398.428 381611.71 385095.76 70.45 231.135
27 532142.83N 0021638.80W 121.64 399.083 381633.44 385036.81 70.65 231.791
28 532145.90N 0021642.40W 120.962 396.856 381567.29 385131.79 69.97 229.56
29 532143.67N 0021642.88W 121.042 397.118 381558.06 385062.82 70.05 229.823
31 532144.58N 0021644.84W 120.632 395.775 381522.05 385091.3 69.64 228.478
32 532145.73N 0021643.95W 120.702 396.005 381538.57 385126.6 69.71 228.707
41 532137.93N 0021616.22W 124.683 409.066 382050.2 384883.64 73.7 241.798
42 532136.08N 0021615.75W 124.613 408.835 382058.81 384826.34 73.63 241.568
43 532134.20N 0021615.73W 124.503 408.473 382058.94 384768.41 73.52 241.207
44 532133.03N 0021615.00W 124.652 408.964 382072.2 384732.11 73.67 241.699
44L 532133.04N 0021615.99W 124.433 408.243 382053.93 384732.43 73.45 240.978
44R 532132.23N 0021615.36W 124.622 408.866 382065.47 384707.4 73.64 241.601
47 532132.64N 0021613.78W 124.932 409.882 382094.83 384719.98 73.95 242.618
48 532133.42N 0021612.63W 124.972 410.012 382116.1 384744.04 73.99 242.749
49 532135.44N 0021612.59W 124.882 409.718 382116.99 384806.41 73.9 242.454
50 532136.79N 0021610.09W 124.90 409.78 382163.54 384847.88 73.92 242.52
51 532137.86N 0021608.54W 124.901 409.781 382192.3 384880.85 73.92 242.52
52 532138.71N 0021607.16W 124.881 409.715 382217.83 384907.22 73.9 242.454

53 532139.69N 0021605.57W 124.911 409.812 382247.36 384937.31 73.93 242.552

54 532140.80N 0021603.77W 124.91 409.811 382280.75 384971.35 73.93 242.552
55 532142.16N 0021601.11W 124.97 410.006 382330.1 385013.28 73.99 242.749
55L 532141.60N 0021601.18W 125.08 410.37 382328.65 384996.17 74.10 243.11
55R 532142.36N 0021559.30W 125.17 410.66 382363.56 385019.44 74.19 243.41

56 532142.23N 0021557.41W 125.499 411.742 382398.41 385015.37 74.52 244.488
57 532143.13N 0021555.56W 125.299 411.084 382432.75 385042.79 74.32 243.832
58 532144.02N 0021553.71W 125.118 410.493 382467.07 385070.33 74.14 243.241
61 532133.60N 0021649.22W 120.432 395.118 381439.7 384752.19 69.44 227.822
61L 532132.45N 0021649.44W 120.452 395.183 381435.56 384716.71 69.46 227.887
61R 532134.77N 0021648.48W 120.172 394.265 381453.54 384788.39 69.18 226.969
62 532136.77N 0021648.20W 119.522 392.133 381458.94 384850.14 68.53 224.836
62L 532136.28N 0021646.83W 119.612 392.426 381484.14 384834.88 68.62 225.131
62R 532137.20N 0021647.21W 119.402 391.738 381477.27 384863.31 68.41 224.442
63 532137.91N 0021650.29W 119.953 393.546 381420.38 384885.49 68.96 226.247
63L 532137.55N 0021649.49W 119.693 392.692 381435.19 384874.18 68.7 225.394
63R 532138.52N 0021650.73W 120.163 394.236 381412.43 384904.4 69.17 226.936
64 532139.64N 0021653.14W 120.924 396.732 381368.01 384939.31 69.93 229.429
64L 532139.54N 0021651.90W 120.643 395.812 381390.79 384935.93 69.65 228.51
64R 532140.23N 0021653.61W 121.024 397.061 381359.38 384957.51 70.03 229.757
65 532141.60N 0021655.60W 121.335 398.08 381322.67 385000.01 70.34 230.774
65L 532141.70N 0021654.77W 121.155 397.489 381338.06 385002.79 70.16 230.184
65R 532142.55N 0021656.23W 121.325 398.048 381311.21 385029.4 70.33 230.741
66 532143.39N 0021659.64W 121.096 397.297 381248.28 385055.67 70.1 229.987
67 532145.34N 0021702.67W 120.417 395.07 381192.57 385115.85 69.42 227.756
67L 532144.98N 0021701.69W 120.597 395.659 381210.55 385104.85 69.6 228.346
67R 532145.80N 0021703.45W 120.268 394.579 381178.08 385130.34 69.27 227.264
68 532147.07N 0021706.03W 119.908 393.401 381130.56 385169.76 68.91 226.083
68L 532146.85N 0021704.84W 119.978 393.629 381152.62 385162.87 68.98 226.312
68R 532147.67N 0021706.60W 119.729 392.811 381120.1 385188.26 68.73 225.492
69 532149.07N 0021708.96W 119.29 391.37 381076.63 385231.8 68.29 224.049
69L 532148.72N 0021707.99W 119.409 391.763 381094.61 385220.79 68.41 224.442
69R 532149.54N 0021709.75W 119.16 390.945 381062.18 385246.26 68.16 223.622
70 532150.94N 0021712.11W 118.721 389.504 381018.65 385289.69 67.72 222.178
70L 532150.47N 0021711.32W 118.87 389.995 381033.16 385275.21 67.87 222.671
70R 532151.40N 0021712.90W 118.561 388.98 381004.15 385304.17 67.56 221.654
71 532152.80N 0021715.26W 118.102 387.473 380960.67 385347.62 67.1 220.144
71L 532152.34N 0021714.47W 118.262 387.997 380975.2 385333.12 67.26 220.669
71R 532153.27N 0021716.05W 117.962 387.015 380946.19 385362.11 66.96 219.685
72 532154.57N 0021719.71W 117.853 386.658 380878.7 385402.43 66.85 219.324
72L 532154.02N 0021718.57W 117.853 386.657 380899.61 385385.43 66.85 219.324
72R 532154.98N 0021720.19W 117.814 386.527 380869.84 385415.3 66.81 219.193
73 532156.44N 0021723.08W 117.865 386.695 380816.59 385460.68 66.86 219.357
73L 532155.94N 0021721.82W 117.834 386.595 380839.76 385445 66.83 219.259

74 532158.38N 0021726.30W 117.866 386.699 380757.32 385520.64 66.86 219.357

74L 532157.87N 0021725.05W 117.825 386.566 380780.28 385504.8 66.82 219.226
74R 532158.83N 0021726.67W 117.816 386.535 380750.56 385534.62 66.81 219.193
80 532149.85N 0021653.02W 119.715 392.767 381371.51 385254.69 68.72 225.459
80L 532151.89N 0021657.07W 119.06 390.61 381296.87 385317.96 68.06 223.29
80R 532149.16N 0021652.46W 119.87 393.26 381381.71 385233.27 68.87 225.95
81 532151.49N 0021656.29W 119.176 390.999 381311.19 385305.52 68.18 223.688
81L 532151.89N 0021657.07W 119.06 390.61 381296.87 385317.96 68.06 223.29
81R 532151.07N 0021655.68W 119.27 391.29 381322.36 385292.50 68.27 223.98
82 532154.06N 0021658.27W 118.837 389.887 381274.93 385385.17 67.84 222.572
82L 532153.83N 0021700.22W 118.698 389.429 381238.81 385378.04 67.7 222.113
82R 532152.89N 0021658.65W 118.887 390.05 381267.79 385349 67.89 222.736
83 532155.23N 0021702.58W 118.379 388.382 381195.35 385421.49 67.38 221.063
83L 532155.69N 0021703.37W 118.299 388.12 381180.77 385435.83 67.3 220.801
83R 532154.76N 0021701.80W 118.478 388.709 381209.81 385406.93 67.48 221.391
84 532157.09N 0021705.73W 118.05 387.303 381137.37 385479.41 67.05 219.98
84L 532157.56N 0021706.51W 117.97 387.041 381122.95 385493.92 66.97 219.718
84R 532156.63N 0021704.94W 118.15 387.63 381151.84 385464.97 67.15 220.308
85 532200.74N 0021712.65W 117.182 384.457 381009.87 385592.68 66.18 217.126
85L 532201.24N 0021713.93W 117.143 384.327 380986.4 385608.06 66.14 216.995
85R 532200.27N 0021712.32W 117.152 384.358 381016.05 385578.08 66.15 217.028
86 532202.67N 0021715.88W 117.084 384.132 380950.43 385652.42 66.08 216.798
86L 532203.24N 0021717.31W 117.034 383.97 380924.17 385670.39 66.03 216.634
86R 532202.24N 0021715.62W 117.033 383.968 380955.27 385639.24 66.03 216.634
100 532136.02N 0021637.49W 121.409 398.323 381656.89 384826.15 70.42 231.037
101 532132.53N 0021638.00W 121.379 398.224 381646.98 384718.43 70.39 230.938
201 532150.71N 0021634.59W 119.66 392.587 381712.2 385280 68.67 225.295
202 532151.18N 0021635.05W 119.551 392.226 381703.72 385294.39 68.56 224.934
202L 532151.11N 0021636.03W 119.601 392.391 381685.71 385292.46 68.61 225.098
203 532152.37N 0021637.63W 119.331 391.507 381656.26 385331.45 68.34 224.213
204 532153.27N 0021638.50W 119.432 391.837 381640.28 385359.31 68.44 224.541
204L 532153.25N 0021639.74W 119.312 391.444 381617.26 385358.77 68.32 224.147
205 532154.22N 0021641.29W 119.303 391.413 381588.81 385388.77 68.31 224.114
206 532155.36N 0021642.03W 119.403 391.743 381575.19 385424.22 68.41 224.442
206L 532155.27N 0021643.04W 119.303 391.415 381556.47 385421.43 68.31 224.114
207 532156.42N 0021644.86W 119.484 392.008 381523.03 385457.01 68.49 224.705
208 532157.46N 0021645.56W 119.394 391.714 381510.33 385489.44 68.4 224.409
208L 532157.40N 0021646.61W 119.275 391.321 381490.81 385487.37 68.28 224.016
209 532158.49N 0021648.31W 119.295 391.389 381459.5 385521.34 68.3 224.081
210 532159.57N 0021649.04W 119.256 391.259 381446.16 385554.62 68.26 223.95
210L 532159.47N 0021650.09W 119.256 391.26 381426.76 385551.84 68.26 223.95
211 532200.46N 0021651.96W 119.197 391.065 381392.37 385582.47 68.2 223.753
212 532201.53N 0021652.96W 119.327 391.493 381373.93 385615.46 68.33 224.18
212L 532201.62N 0021653.55W 119.327 391.494 381363.1 385618.31 68.33 224.18
213 532202.70N 0021655.46W 119.288 391.365 381327.83 385651.95 68.29 224.049

214 532203.72N 0021656.33W 119.378 391.661 381311.89 385683.48 68.38 224.344

214L 532203.64N 0021657.09W 119.269 391.301 381297.86 385681.06 68.27 223.983
215 532204.85N 0021658.96W 119.309 391.434 381263.55 385718.79 68.31 224.114
216 532206.48N 0021701.31W 119.34 391.536 381220.23 385769.13 68.34 224.213
216R To be surveyed
217 532207.47N 0021703.45W 119.28 391.34 381180.76 385799.78 68.28 224.02
218 532208.68N 0021704.95W 119.35 391.57 381153.24 385837.58 68.35 224.25
219 To be surveyed
231 532150.58N 0021650.74W 119.845 393.192 381413.64 385277.15 68.85 225.886
233 532152.54N 0021654.05W 119.226 391.161 381352.74 385338.01 68.23 223.852
235 532153.66N 0021655.92W 118.987 390.376 381318.24 385372.49 67.99 223.064
237 532154.82N 0021657.88W 118.737 389.558 381282.16 385408.59 67.74 222.244
239 532156.23N 0021700.26W 118.468 388.675 381238.34 385452.43 67.47 221.358
241 532157.57N 0021702.00W 118.179 387.726 381206.38 385493.99 67.18 220.407
243 532158.53N 0021703.61W 117.94 386.941 381176.67 385523.63 66.94 219.619
245 To be surveyed
247 To be surveyed
249 To be surveyed

10.4. Obstacles

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. PRE‐FLIGHT 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 CS-ADR-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, cross‐ references to the
appropriate documents are given in the paragraphs below.
16.3. Rescue and Firefighting Capability
16.3.1. Manchester Airport RFFS Category 10
Manchester Airport RFFS have two Fire Stations located on the aerodrome. The Main
Fire Station (North) is located abeam Taxiway Alpha with direct access onto the taxiway
system and designated RFFS holding points for Runway 1 (05L – 23R). The second Fire
Station (South) is located midway abeam Runway 2 (05R – 23L) with direct access on to
the runway. Both Fire Stations are staffed 24 hours a day and 365 days a year, in line
with airport operations.
Any two major appliances are capable of meeting the 50% output requirement with the
third and fourth appliances arriving on scene exceeding the 100% requirement. To
achieve response times in less than optimum surface conditions MARFFS carries out low
visibility training and sweep search procedures when operationally possible.
16.3.2.MARFFS Personnel Structure
The fire station has 85 operational staff comprising of:

• 1 x Airport Fire Operations Manager
• 4 x Station Managers
• 8 x Watch Managers
• 20 x Crew Managers
• 52 x Fire-fighters
The level of duty watch staffing is determined by the Task Resource Analysis, TRA for
current Category 10 operations.

16.3.3. On Duty MARFFS Personnel Structure
The operational duty crews will comprise of a minimum of 16 operational staff

including:
• 1 x Station Manager
• 2 x Watch Manager
• 5 x Crew Managers
• 8 x Fire-fighters
The level of staffing is achieved 24 hours a day by utilising a four-watch system. The day
and night shifts consists of 12 hours, from 08.00hrs - 20:00hrs, and 20.00hrs –
08.00hrs.
Airport Fire Control is operated by a Fire Fighter forming part of the operational
response. Fire Control is situated within the sub cab of the ATC control Tower.
Manchester Airport RFFS have a fleet of Oshkosh Striker 6x6 appliances. All Oshkosh
Striker appliances have High Reach Extendable Turret appliances (HRET) equipped with
both aspirating monitors; dual media spray branches and aircraft spiking piercing
nozzles, ASPNs. All appliances have colour cameras and infra-red thermal imaging
capability.
16.3.4. Manchester Airport Fire Appliances on Immediate Response
In addition, all appliances carry 5Kg CO2 and 9Kg Dry powder hand held portable
extinguishers.

16.3.5. Manchester Airport Fire Spare Appliances
In addition, all appliances carry 5Kg CO2 and 9Kg Dry powder hand held portable
extinguishers.
16.4. Safety Accountabilities
Details of responsibilities and succession are given in the Manchester Airport Rescue
and Firefighting Service Operational Guidance Documents.
16.5. Depletion of RFFS
The airport’s 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.
16.6. 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.
MAFRS provide continuous 24/7 Category 10 Dual Runway Operations. This provision
is made up of the following vehicles:-
One Fire Chief 4x4

4 x Major Foam Tenders
1 x Domestic Appliance
1 Incident Support Unit
Personnel for this dual runway response is 15.
The provision within the TRA for Single Runway Category 10 operations depletes the
above resources by 1 major foam tender and 2 personnel. This then also reduces
staffing for single runway Category 10 cover to 13 personnel.
NB A fully staffed permanent Watchroom is maintained at all times by a firefighter
provided above the staffing levels described above.
16.7. 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.
16.8. 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.
16.9. 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.
16.10. 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.
16.11. Competence of MA RFFS Personnel

MA RFFS employs a full‐ time Training Manager and benefits from an on‐ site 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.
16.12. 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.
16.13. 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.
16.14. 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.
16.15. Landside Incidents
These are treated the same as for response to domestic incidents, procedures are
included the MA RFFS Guidance Documents.
16.16. Loss of Fire Cover
When MA RFFS is fully committed and therefore at zero Category, no landings or take‐
offs will be permitted, no take‐ off clearances are to be issued, aircraft on final
approach are to be instructed to go around and will be re‐ directed 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.

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.
16.17. Additional Water Supplies
Details of water supplies available to MA RFFS are detailed in the MA RFFS Guidance
Documents.
16.18. 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.
16.19. Training and Competence of First Aid personnel
MA RFFS 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.
16.20. 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.


Policies
1 – Aircraft Engine Ground Running
Owner Airfield Operations Manager
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
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
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
Manchester Airport will support the provision of aircraft maintenance activities. This
includes heavy, major maintenance, and 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
5 – Runway Inspection Regime
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
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 Head of Asset Management Services
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.

8 – FOD & Airfield Sweeping
Owner Head of Asset Management Services
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 Airfield Technical Manager
Manchester Airport will use the guidelines set out in CAP 791 (On Aerodrome
Developments) as a basis for managing airside development & maintenance projects.
The Head of Airfield Operations, 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

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
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.
12 – Aeronautical Ground Lighting
Owner Head of Asset Optimisation
Aeronautical Ground Lighting (AGL) is a vital part of the airport’s 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 Head of Airfield Operations
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.
The decision to operate a runway with re-declared distances will be taken jointly by the
Accountable Manager, Head of Airside Operations, Head of Airfield Operations and to
be approved by the competent authority.
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.
14 – Aerodrome Survey Data & Treatment of Obstacles
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 2016, in accordance with CAP 232. Details are submitted to the CAA and
also held by the Head of Airfield Operations.
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 Head of Airfield Operations and are
available for inspection at any reasonable time.

15 – Aerodrome Safeguarding
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
16 – Promulgation of Aeronautical Information
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
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
Manchester-programmed 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.
18 – Detention of Aircraft
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.
In accordance with the provisions of Article 257 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. Ref
ASI 34
19 – Recovery of Disabled Aircraft
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 affect 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 Head of Health, Safety & Environment
Manchester Airport has a stated objective to “…. limit, and reduce where possible, the
number of people affected by noise as a result of the Airport’s 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 Operational Risk and Assurance Manager
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,
HASC, OPRM, 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
22 – Airside Defect Reporting
Owner Head of Airfield Operations & Head of Asset Management Services
As part of Manchester Airport’s 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 – Runways Operations Using Runway 05R – 23L

Legally binding planning conditions exist which restrict the operation of Runway
05R/23L between the hours of 22:00 and 06:00 local time. The following restrictions
apply:
Dual Runway Operations:

Dual runway operations are not permitted between the hours of 22:00hrs and
06:00hrs local time, under any circumstances.
Runway 05R/23L:
Runway 05R/23L must not be used between the hours of 22:00 and 06:00 local time,
except in the event of an emergency situation (e.g. aircraft emergency or it is unsafe to
use Runway 05L/23R) or during periods of planned maintenance. In such cases
Runway 05R/23L will be used in single runway mode only. The airfield infrastructure is
designed to accommodate single-runway use of 05R/23L, albeit with limited capacity.
Runway 05L/23R:
Runway 05L/23R may be used 24 hours each day.
24 – Very Large Aircraft
Very Large Aircraft can be expected to operate at Manchester Airport on an increasingly

frequent basis as the airport’s 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
25 – Airside Audits
Owner Operational Compliance Auditor
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 Operational Compliance Auditor.

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 Operational Compliance Auditor.
The descriptions of the audit types, which are contained within the Safety Management
System, are referenced in Aerodrome Manual Part B Safety Management System 12
Safety Auditing.

26 – Safety Infringements
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 considers the 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
27 – Aeronautical Weather Information
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 dependent
upon the services of the Meteorological Office for weather 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
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 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)
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
http://www.manchesterairport.co.uk/ops
30 – Thunderstorms
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
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
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
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
34 – Fixed Electrical Ground Power
Owner Head of Asset Optimisation
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 Operational Risk & Assurance Manager
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
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
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

38 – Aircraft Washing
Owner Head of Airfield Operations & Head of Health, Safety & Environment
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
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
It is the responsibility of Companies undertaking 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, the tug driver must 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
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

42 – Aircraft Turnround Management
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)
Airlines operating aircraft types with containerised holds at Manchester Airport require
storage facilities for Unit Loading Devices. The Airfield Operations Manager, in
consultation with Airlines and Ground Handling Agents, will agree the number of ULD’s
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 ULD’s.
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 Emergency Planning & Resilience Manager
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.

45 – Aircraft De-Icing
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. 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 operates 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. The Airfield Duty Manager should be 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
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
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

48 – Airside Driving
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 or equivalent 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 Operational Compliance Auditor
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 operator’s 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 Emergency Planning & Resilience Manager
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 the key organisations
involved in an emergency response.

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- Airside Standing Instructions

Part E- Airside Standing Instructions
Contents

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 – Baggage Hall Operations
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

ASI 1- Aircraft Engine Ground Running
ASI Owner Airfield Operations Manager
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 but must have pre-notified the RFFS watch room.
 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.
 Engine ground running longer than 3 minutes can be requested through the ADM,
who will consider safety / environmental affects, and will authorise at their
discretion.
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.
 When there is a rear of stand road, the operator must ensure that the red
illuminated wands are in use using the IATA standard signal at all times.
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 Manchester Airport 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. This is restricted to daylight hours only. However, permission, the time and the
location are to be determined by the ADM.
Engine testing south of runway 23R/05L is not permitted under any

circumstances.
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
06:00-22:00 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.
All applications for use of the engine test facility must be submitted via the following
link: https://www.manchesterairport.co.uk/aviation-professionals/
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 (see Appendix 1). The number of ‘out of hours’ tests are strictly monitored
and controlled by the Local Planning Authorities.
While critical airfield work packages are in progress, the use of the Engine Test Bay may
be restricted to certain conditions. These will be advised on request for use of the
Engine Test Bay by the Airfield Duty Manager, and where possible, an alternative
location will be provided.
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

All operators are authorised to conduct high power engine runs within the engine test bay [ETB]
which require the
closure of the immediate adjacent taxiway area with barriers. This arrangement is subject to a
decision made by
the ADM and the operational constrains which this presents during the period required.
The ETB is more accessible for approved operators who wish to conduct high power engine runs
without the need
to close the immediate taxiway area. Engineering service providers who wish to become an
approved operator
must submit a suitable and sufficient risk assessment to Airfield Operations. In addition to this
the operator must
acknowledge acceptance of the mitigation and conditions outlined within ASI 1 in writing.
To enable safe ETB operations all aircraft must be secured in accordance with airline and
manufacturers
requirements and must also be loaded with the correct fuel configuration.
Only aircraft with serviceable braking systems are permitted to conduct engine runs at any level.
Only trained competent engineers are permitted to conduct aircraft engine runs during which it is
expected that
all engineering checklists are applied.
 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.
Should an approved operator wish to undertake a high-power test,
taxiway Alpha in front of the ETB will remain open.
 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. A re-use safety
form will be presented by Airfield Operations for sign off prior to commencing engine runs.
 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.
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 the ADM will advise if and when this can be accommodated and will
arrange for the aircraft to be escorted undertow to a suitable location.
 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 Engineer’s 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)
3.4. Aircraft Engine Start prior to Pushback / Departure
The following detail sets out the procedure, for engine start on stand prior to
aircraft pushback.
Jet Aircraft
When a jet aircraft (other than A380’s) requests a start on stand, a single engine
start at idle power only shall be approved. The second engine start shall only be
approved when the pushback is completed, unless prior approval has been agreed
with the ADM.
Turboprop Aircraft

When a Turboprop aircraft requests start on stand, starting of up to two engines at

idle power only may be approved prior to push.
On all occasions, a road man should be in position to ensure traffic does not cross
behind the aircraft with engines running.
Cross Bleed Engine Starts
Cross-bleed starts must not be carried out on stand due to excessive noise, and jet
blast hazards.
If a cross-bleed engine start is requested, the crew should be instructed to start one
engine on stand, and then when the aircraft has pushed back onto a suitable
taxiway (utilising the TRP’s), the cross-bleed start will be approved. If a TRP is not
available, the area MUST be checked by Airfield Operations prior to the cross-
bleed commencing.
If the aircraft is unable to push onto the taxiway, or the clearance behind the
aircraft is not known, ATC will contact the ADM and request the area to be
inspected prior to cross-bleed start.
Start After Push and Park
Certain stands at Manchester have been configured to facilitate the self-

manoeuvring of aircraft, up to a stated size, from a side on or nose-out position.
Prior to engine start for departure, all self-manoeuvre stands MUST be checked by
Airfield Operations personnel to ensure the required safety measures are put in
place to allow the aircraft to depart safely. Once confirmed, ATC will authorise the
departure from the appropriate stand.
Exceptions:
The above conditions do not apply to stands 100, 101 and IHP G3 facing West.

3.5. Appendix 1

ASI 2- Aircraft Compass Calibration

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. Requests during this time are at the discretion of the ADM.
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
Operational Advice Notice.
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 Signature Flight Support as movements to and from TATON and the northern
entrance to ROMPA will be prohibited when compass swinging is in progress

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 AOM, 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 3- Test, Training & Ferry Flights
ASI 3- Test, Training & Ferry Flights
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.
3. 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. If the risk of failure is present, the ADM MUST be notified
prior to the Taxi Test being carried out.
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 4- Aircraft Maintenance Activity
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 on ext 3695.
 Spillage’s 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. Spreader plates may be
applied as separate equipment if they are not an integral feature of the jack
system itself.
 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. HEAVY MAINTENANCE FOLLOWING AIRCRAFT DAMAGE
If an aircraft has been damaged whilst operating at Manchester Airport, and

hanger space cannot be obtained to rectify any damage sustained, a temporary
facility may be constructed on a determined aircraft parking stand, with the express
permission of the Head of Airside Operations. If the above is required, a formal

request in writing should be made to the Head of Airside Operations, who will
agree a suitable location and process for the aircraft repairs to take place.
4. 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 EU-OPS. 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.
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.
5. TAXI TEST
Refer to ASI 3 (Paragraph 2)

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

ASI Owner Airfield Technical Manager
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 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 multi-faceted, 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 Safety & Compliance. 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 the Airfield Planning Team of the proposed
works or development well in advance in order that the due process may be
followed. The details of the works must be sent to
airfield.planning@manairport.co.uk.
The forum for bringing new projects to the attention of Airfield Planning is the bi-
weekly Airfield Works Coordination Meeting. Project Managers should attend the
meeting and present new business prior to a project reaching Gateway 2, as
defined by the MAG Capital Delivery Project Delivery System.
Once a new project has been presented at the meeting, Airfield Planning Team will
begin the process of allocating appropriate resources and carrying out the required
planning tasks, commensurate with the scale of the project. A flow chart showing
the works planning process and required notification periods can be found at the
end of this Instruction. 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.

Under the auspices of the MA Control of Works Enforcement Policy, 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.
The Airfield Planning Team are 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 HASC will advise project
teams of the likely planning and approval timescales in order that these can be
programmed.
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
operational impact of the works, and the availability of Airfield Safety &
Compliance resources to undertake the necessary work. The HASC 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.
4. Airside Works Planning and Approval
Airfield 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
NB: Any required liaison with the Manchester Airport Health & Safety team to cover
project issues specifically related to the health and safety of personnel or members
of the public is the responsibility of the Project Manager.
Major New Developments
Examples of major new developments could be;
 Construction of a new taxiway.

 A new building with an airside frontage, such as a terminal pier.

 Construction of new apron areas.
 Comprehensive changes to airfield wayfinding and associated infrastructure.
The above list is not exhaustive but is indicative of what is considered to be a major
new development and will require substantial operational planning. The Airfield
Technical Manager 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 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, however it should be expected that a minimum of 10 months will be
required. Airfield 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 Operational
Advice Note, 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 HASC prior to start of construction, and will be subject to an
approval for change from the Competent National Authority (CAA SARG).
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; Paragraph 3 provides further information.
2.3 Major Maintenance
Examples of major maintenance projects could be;
 Runway resurfacing/ rehabilitation.

 Large scale reconstruction of an existing taxiway or apron pavement.
Major maintenance works require significant operational planning and will follow the
same principles as for major new developments. The scope and level of consultation
will also be largely the same.
As with major new developments, the timescales for consultation and approval for
major maintenance work will vary according to the scope of the project. A minimum
of 8 months should be expected.
Some major maintenance projects may require notification to the Competent

National Authority (CAA SARG) or, if deemed necessary due to the scope of work,
an approval for change.

2.4 Small/ Medium Scale Developments & Minor/ Routine Maintenance
Examples of small/medium scale projects or minor/ routine maintenance could be;
 Limited scale pavement reconstruction and repair.

 Repair/maintenance/ replacement of equipment such as airbridges, aircraft
navigation aids, Fixed Electrical Ground Power units, building façades, external
passenger gate doors, airside boundary fences, aircraft fuel hydrants.
 Maintenance/ upgrade of electrical systems serving airfield infrastructure and
aircraft navigation aids.
 Other work which requires closure or restriction in use of an airside facility such as
an aircraft stand or a roadway.
The scope and level of consultation required for small/medium scale developments will
be smaller, although the operational planning principles employed for major projects
still apply. CAA SARG will not normally be consulted via a formal development meeting
and the level of consultation will be determined by the HASC or an Airfield Technical
Planner. Circa 1-2 months will be required for the consultation and approval process,
dependant on the scope of work.
Minor works may also be the subject an of Operational Advice Notice, or where
deemed appropriate, a Minor Works Brief. It should be borne in mind that some
projects that may be small scale in terms of the actual works activity taking place, works
duration, or the working space required, could have significant operational impact
depending on the location of works, any permanent or temporary operational changes
they cause and whether they result in required changes to established procedures
and/or publications.
2.5 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.
2. PROMULGATION OF INFORMATION
Prior to the start of an airfield works project, Airfield Planning will issue notifications
which will include one or more of the following:
 UK Aeronautical Information Package (AIP) permanent amendment or

Supplement (public domain)
 NOTAM (public domain)
 Operational Advice Notice (airport subscribers)

 Minor Works Brief (bespoke audience of key stakeholders)

 ATIS broadcast (public domain)
Certain airfield works schemes may also require promulgation of information by NATS
Manchester in the form of:
 Temporary Operating Instruction (TOI)

 Supplementary Instruction (SI)
Within the overall Operations Planning and Approval process, for which the outline
timescales are described in paragraphs 2.2 to 2.4, in order to provide an effective
notice period to operational personnel and airside users prior to the start of an airfield
works project, sufficient time will need to be dedicated to the composition and
publication of the above notifications. Particular consideration will be given to the
notice periods required by the UK AIP (up to 90 days) and NATS Manchester (up to 30
days dependent on the scale of planning and approval required).
To allow sufficient time for the Airfield Technical Planner to produce the required
documentation, Project Managers must ensure that Airfield Planning are in receipt of
all requested information a minimum of two working weeks in advance of a project
start date. There may be slight variations of the required timescales at the discretion of
the Airfield Technical Planner. In any event, as part of the overall airside works
planning process, the required timescales for document publication will be
communicated to the Project Manager, and it must be borne in mind that notification
and publication timescales will be increased considerably should there be a need to
publish/amend information contained within the UK AIP and/or for NATS Manchester
to promulgate a TOI or SI.
3. 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 authorised by
the Airfield Duty Manager. To complete the permit authorisation the ADM will require
copies of safety assurance documentation produced by Airfield Safety & Compliance for
major / minor planned works.
Airfield Operations works permits will not be issued without the required accompanying
documentation being available on the MAG Permit to Work system.
4. 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 largely 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 surface friction monitoring, 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 require 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.
NB: Possession of a permit does not constitute an ATC clearance.

Table 1 - Works carried out on foot with hand held tools only
Area UHF Channel ATC Weather Other conditions

clearance minima
required
Grass areas within 5 (R1) Positive LVP alert Grass areas only
CGA up to edge of
3 (R2)
runway shoulder
Grass areas within 1(R1 North) Free-ranging LVP alert Prior notification to
LSA up to edge of ADM/ATC. Listening
3 (R1
CGA (burn line) watch to be maintained
South/R2)
with Tower frequency.
Further information at
paragraph 6.3.
On runway 5 (R1) Positive LVP alert Between a/c movements

pavement inc.
3 (R2)
shoulder
Paved links outside 1 (n/side) Positive Nil ATC co-ordination

LSA 3 (s/side required
On paved links 5 (R1) Positive Visible Stopbar OFF. Frangible

within LSA up to from tower barrier placed at
3 (R2)
edge of shoulder and >LVP boundary of works. No
alert closer than edge of
shoulder. ATC
coordination required
Table 2 - Works carried out with vehicles/plant
Area UHF position ATC Weather Other conditions

clearance minima
required
Within CGA up to 5 (R1) Positive Visible Between movements

edge of runway from VCR
3 (R2)
shoulder and >LVP
alert
Within LSA up to 5 (R1) Positive Visible ATC coordination

edge of CGA from VCR, required
3 (R2)
and >LVP
alert
On runway shoulder 5 (R1) Positive >LVP alert Ops suspended
3 (R2)
Paved links outside 1 (n/side) Positive >LVP alert Prior notice to ATC.
LSA Infringes taxiway strip.
3 (s/side
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. Works parties may be required
to move at short notice, as instructed by ATC.

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
6.2 Grass Cutting Operations
All drivers of vehicles engaged in grass cutting operations are to listen out on the
following frequencies;
 Channel 1 – Northside grass areas outside CGA (105m burn line) and
taxiways.
 Channel 5 – Runway 05L-23R and adjacent grass areas inside CGA
(105m burn line).
 Channel 3 – Runway 05R-23L, southside grass areas inside and outside
CGA (105m burn line) and other southside taxiways
Prior to commencement of work, the ATC Watch Manager (ATC WM) is to be

notified of the grass areas to be cut. The ATC WM is to be informed when grass
cutting activity has ceased.
All grass cutting activity is to cease when visibility falls to 800m RVR or the cloud
ceiling falls to 300ft.
NB: Sweeping may be required following grass cutting operations.

6.2.1 Grass Cutting inside runway CGA (105m burn line)
Runway 05L-23R – Grass cutting will normally take place at night between 23:00
and 05:00 local. Outside of these hours, grass cutting is to be coordinated
between the ADM and ATC WM.
Runway 05R-23L – Grass cutting is to take place during the routing daily runway
closure hours.
6.3 Works activities within ILS Critical/ Restricted Areas
Entry into ILS Critical/ Restricted Areas is to be specifically pre-noted to and

authorised by the ATC WM. Vehicles/ personnel must not enter a Critical/Restricted
Area without also requesting permission via radiotelephony from the appropriate
controller.
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.
8 SIGN-OFF AND APPROVAL PROCESS FOR AIRFIELD RECONFIGURATION

WORK
Examples of airfield reconfiguration work could be;
 Alteration to apron/stand/airside road layout.

 Realignment of a taxiway.
 Change of use of an existing airside area.
Airfield reconfiguration work will be subject to prior approval from MA Airfield

Safety & Compliance. Dependant on the scale of reconfiguration, such work may
be undertaken entirely ‘in house’, and, if required, a third-party Designer may also
be appointed to cover aspects such as civil and utilities work. In any case final
authority to approve reconfiguration layout designs rests with MA Airfield Safety &
Compliance.
9 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.
As with work across the wider airport site, airside work may be suspended if
ongoing activities/ practices are found to be in contravention of the MA Control of
Works Enforcement Policy.

10 AIRFIELD WORKS PLANNING TIMESCALES
The below process map can be used as a quick reference tool to aid Project Managers
and inform other project stakeholders or end-users of the required timescales for
Airfield Safety & Compliance to carry out the necessary consultation and approval
process.
It should be noted that failure to provide the required timescales may result in Airfield
Safety & Compliance requesting a project start date to be delayed or refusal of
permission for airside works to commence.
11 CONSIDERATIONS FOR PROJECT MANAGERS
Consult Airfield Safety & Compliance prior to agreeing programme dates and works
methodologies with contractors. Involvement of Airfield Safety & Compliance at an
early stage of a project is highly important to ensure that incorrect assumptions are not
made regarding matters such as site access, permitted working times, work site
demarcation and operational implications/restrictions; incorrect assumptions may result
in unnecessary project delays and/or unforeseen expenditure as a project progresses
through Capital Delivery gateways.
Acquisition of security passes and works permits, arrangement of airside escorts and
liaison with MAG Health & Safety personnel is the responsibility of the MAGCD Project
Manager.

New projects will only be accepted by Airfield Planning, if presented at the fortnightly
Airfield Works Coordination meetings.
If in doubt about the level of involvement required from Airfield Planning for a
particular airside works project, it is always better to check.

ASI 6- Access to the Critical Part (CP)
ASI Owner Airfield Security Operations Manager
1. 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)
 Signature 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 Signature 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 Signature Aviation apron wishes to gain access the Critical Part.
 Any Person currently on the airfield who enters the Signature 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 Signature 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 or authorised Emergency responders.
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 and in line
with MA Security procedures. Arrangements for the provision of security are the
responsibility of the Project Coordinator and should be incorporated in the
contractors work methodology and/or Operational Advice Notice.
 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 and the
integrity of the Critical Part (CP) is maintained.

ASI 7- Aerodrome Safeguarding
ASI Owner Airfield Technical Manager
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 December 2015.
2. RESPONSIBILITIES
The Head of Airfield Operations 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 Head of Airfield Operations 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).

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

2004 Year
05 Safeguarding Case Number
Local Authority/Private Applicant Code

Manchester MAN
Stockport STO
East Cheshire
Trafford TRA
Manchester Airport development GDO
under Part 18 of GPDO 1995
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 Safety & Compliance
 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

 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

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 Safety & Compliance. The post holder within
Airfield Safety & Compliance trained and authorised by the HAO to undertake the
safeguarding function is:
 Airfield Technical Planner
The post holder named above has 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.

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 CAP 772. 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
 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.

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 Manchester Airport Control of Works Office not less than
21 working days from the planned crane operation.
Contact information:
Manchester Airport Control of Works Office

Telephone number 0161 489 6114

Email control-of-works@magairports.com
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)
The Control of Works Office will forward these details to Airfield Safety & Compliance
and it will then be determined whether the tall equipment operation can proceed and
whether any restrictions need to be applied. The HASC will determine whether CAA
Directorate of Airspace Policy or Safety Regulation Group need to be consulted.
Following identification of all constraints, Airfield Safety & Compliance will advise the
Control of Works Office whether the Tall Equipment Permit can be issued to the
applicant. 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 dependent 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 Safety & Compliance 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) Responsible for:

HASC 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.
ADM 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.
Tall Ensuring that a Tall Equipment Permit has been obtained and that tall
Equipment equipment operations are conducted in accordance with the permit.
Operators

ASI 8- Aircraft Noise
ASI Owner Head of Health, Safety & Environment
1. RUNWAY USE
During the period 06:30 – 10:30 and 13:00 – 20:00hrs (local); Monday to Friday:
06:30 – 1030 hrs (local); Saturday: 06:30 – 10:30 hrs (local) and 13:00 – 17:00 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 Airport’s 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 CAA’s 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.

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:
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:
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 9- Accident, Incident & Safety Occurrence Reporting

ASI Owner Operational Risk & Assurance Manager
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:
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. The Airfield Operations team are responsible for managing
safety within all baggage sortation and external airside areas and will respond to all
reported accidents and incidents.
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.
2.2. Safecall - Whistle Blowing Service
Here at MAG we want all airside operating colleagues and 3rd parties to be able to
voice concerns and provide feedback on any aspect of the company and our work.
Raising concerns can ensure issues are highlighted and resolved quickly and efficiently
so that as a business, we are operating safely and with honesty and integrity.
An issue might be anything from a health and safety risk, to concerns about
environmental impact or the behaviour of another staff member. In the first instance,
any issues should be raised with your line manager, senior leader or an HR
representative.
If you feel unable to discuss an issue with a member of MAG staff, then you can access
Safecall, an independent, confidential reporting service.

Any issue can be raised to the specially trained Safecall team who will then work with
MAG to ensure the issue is escalated in a confidential manner. Safecall can be
accessed via:
Telephone - 0800 915 1571
Email - mag@safecall.co.uk
Web - www.safecall.co.uk/report
The Safecall service should only be used to raise concerns that cannot be escalated
within the business and does not replace existing HR or business processes. You can
find further information on the Safecall service and how to access it via posters around
our sites. You can also visit the Safecall website for more information on how this
independent service works.
3. MANDATORY OCCURRENCE REPORTS
Manchester airport has established procedures to be used for reporting Mandatory

Occurrence Reports (MOR) to the UK CAA as required in Regulation EU 376/2014 as
an Alternative Means of Compliance to EASA EC 139/2014. This regulation sets the
actions to be undertaken by an airport operator in terms of the Mandatory Occurrence
Reporting scheme, setting out what is expected to be reported, what should be shared
with the UK CAA, and what mechanisms should be in place with regards to incident
investigation and corrective action.
3.1 Definition
A reportable occurrence in relation to an aircraft means any safety-related event which

endangers or which, if not corrected or addressed, could endanger an aircraft, its
occupants or any other person.
The purpose of occurrence reporting is to improve aviation safety by ensuring that
relevant safety information relating to civil aviation is reported, collected, stored,
protected, exchanged, disseminated and analysed. It is not to attribute blame or
liability.
3.1.1 Reportable Occurrences
In accordance with Article 4(5) of Regulation (EU) 376/2014, the European

Commission has adopted a list of classifying occurrences to be referred to when
reporting occurrences pursuant to Article 4(1) of Regulation (EU) 376/2014. These
classifying occurrences can be found in Commission Implementing Regulation
2015/1018, and include amongst others:
3.1.2 Aircraft and Obstacle Related Occurrences

 A collision or near collision on the ground or in the air, between an aircraft and
another aircraft, terrain or obstacle, including a vehicle;
 Wildlife strike, including a bird strike;
 Taxiway or runway excursion;
 Actual or potential taxiway or runway incursion;

 Aircraft or vehicle failure to follow clearance, instruction or restriction while operation

on the movement of an aerodrome, i.e. wrong runway, taxiway or a restricted part of
an aerodrome;
 Foreign object on the aerodrome movement area which has or could have
endangered the aircraft its occupants or any other person;
 Significant contamination of aircraft structure, systems and equipment arising from
the carriage of baggage, mail or cargo;
 Presence of obstacles on the aerodrome or in the vanity of the aerodrome which are
not published in the Aeronautical Information Publication (AIP) or by a Notice to
Airmen (NOTAM) and/or that are not marked or lighted properly;
 Pushback, powerback or taxi interference by vehicle, equipment or person;
 Jet blast, rotor down wash or propeller blast effect, and;
 Declaration of an emergency either a ‘Mayday’ or ‘PAN’ call.
3.1.3 Aerodrome Related Occurrences

 Absence of reporting of a significant change in aerodrome operating conditions
which has or could have endangered the aircraft, its occupants or any other person;
 Interference with an aircraft an ATC unit or a radio communication transmission by
firearms, fireworks, flying kites, laser illumination, high powered light-lasers, drones,
model aircraft or by similar means;
 Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or
could have endangered the aircraft, its occupants or any other person;
 Passengers or unauthorised person(s) left unsupervised on the apron;
 Aerodrome security related occurrence (unlawful entry, sabotage, bomb threat etc.),
and;
 Failure to handle poor runway surface conditions.
3.1.4 Degradation or Total Loss of Services or Functions

 Loss of communication between aerodrome, vehicle or other ground personnel and
ATC;
 Significant failure, malfunction or defect of equipment or system which has or could
have endangered the aircraft or its occupants;
 Significant deficiencies in aerodrome lighting, marking or signs;
 Failure of the aerodrome emergency alerting system;
 Rescue and firefighting services not available according to applicable requirements.
3.1.5 Ground Handling Occurrences
 Incorrect handling or loading of passengers, baggage, mail or cargo, likely to have

a significant effect on aircraft mass and/or balance (including significant errors in
loadsheet calculations);
 Boarding equipment removed leading to endangerment of aircraft occupants;
 Incorrect stowage or securing of baggage mail or cargo likely in any way to
endanger the aircraft, its equipment or occupants or to impede emergency
evacuation;

 Transport, attempted transport or handling of dangerous goods which resulted or

could have resulted in the safety of the operation being endangered or led to an
unsafe condition;
 Non-compliance on baggage or passenger reconciliation;
 Non-compliance with required aircraft and ground handling servicing procedures,
especially in de-icing, refuelling or loading procedures, including incorrect
positioning or removal of equipment;
 Significant spillage during fuelling procedures;
 Loading of incorrect fuel quantity likely to have a significant effect on aircraft
endurance, performance, balance or structural strength;
 Loading of contaminated or incorrect type of fuel or other essential fluids (including
oxygen, nitrogen, oil and portable water);
 Failure, malfunction or defect of ground equipment used for ground handling,
resulting in damage to or potential damage to an aircraft;
 Missing, incorrect or inadequate de-icing or anti-icing treatment;
 Damage to aircraft by ground handling equipment or vehicles including previously
unreported damage, and;
Any occurrence where the human performance has directly contributed to or could have
contributed to an accident or serious incident.
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 Reporting Procedures
 Occurrences are to be reported to the CAA through the Mandatory Occurrence

Reporting scheme portal, within 72 hours of the incident taken place.
All MA report forms are to be completed fully by the Airfield Duty Manager, providing
as much detail as is available and submitted to the ORAM for categorisation, excluding
AOR’s which are not affiliated to an Accident Investigation Form or Mandatory
Occurrence Report.

When the circumstances of an occurrence are judged to be particularly serious the

Head of Airfield Operations may initiate and arrange a de-brief meeting as soon as
reasonably practicable of the occurrence with the relevant Internal / External personnel.
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:
 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
Serious Incident” means an incident involving circumstances indicating that there was a
high probability of an accident and is associated with the operation of an aircraft, which
in the case of a manned aircraft, takes place between the time any person boards the
aircraft with the intention of flight until such time as all such persons have disembarked,
or in the case of an unmanned aircraft, takes place between the time the aircraft is
ready to move with the purpose of flight until such time it comes to rest at the end of the
flight and the primary propulsion system is shut down.
 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)
4.2. Reporting Procedures
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.
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.
Where an incident is categorised as an MOR or is deemed serious then Airfield

Operations will remove and quarantine the vehicle or equipment to the Manchester
Airport Motor Transport facility pending further investigation.
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.
Airside driving permits [ADP] are removed without prejudice by Airfield Operations
primarily to protect individuals from becoming involved in any further occurrences soon
afterwards. Before removing an ADP Airfield Operations will assess the severity of the

incident, an individual’s driving history and any other relevant circumstances. ADP’s are
withheld by Airfield Operations pending a satisfactory response by the service provider
and/or completion of an MOR investigation.
5.1 Accidents Involving Personal Injury
To assist MA in preventing further reoccurrences, all accidents/incidents resulting in

personal harm or injury should initially be reported to the Airfield Operations Team on
extension 3331 without delay.
An initial health and safety report will be submitted and followed up by the MA Health
and Safety Team.
For any further queries regarding airside health and safety concerns please contact the
Health and Safety Team at manchesterhealthandsafety@magairports.com
5.2. 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.
5.3 Immediate Post Incident Mitigation
Airfield Operations will respond to an incident, which depending on the severity, will be
attended by the ADM. The ADM will liaise with all relevant stakeholders to identify
any immediate mitigation and initially coordinate evidence gathering.
5.4 Post Incident Board of Enquiry
A board of enquiry may be activated at the request of either the Accountable Manager
or Safety Manager. This requires the attendance of the ADM who will liaise with all
relevant stakeholders.
6. AIRFIELD OCCURRENCE REPORT
The Airfield Operations Team is primarily responsible for maintaining safety and
operational standards within the Airfield Boundary and baggage halls.
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).
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 Airfield Safety & Compliance Team 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 Head of
Airfield Operations 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 non-

reportable accident and that an investigation and review will still be undertaken.
8. FOLLOW UP ACTIONS/ AOR CLOSE OUT REQUIREMENTS
Following an investigation, appropriate to the severity of the incident MA Airfield

Operations require all stakeholders to submit a formal response to each AOR which
details all specific investigation findings and corrective actions. Examples of this include;
• MA may require additional training for personnel concerned

• An infringement notice may be served
• Procedures may be modified
AOR close out reports are managed by the Airfield Operations Team and are tracked
at weekly Safety Performance Committee and monthly Ground Handling Performance
meetings.
A monthly ‘Airfield Safety Management Report’ of airside accidents/incidents is

produced and discussed at the Safety Performance Committee.

ASI 10- Airside Defect Reporting

ASI Owner Head of Airfield Operations & Head of Asset Management Services
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
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.
5.3. 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) Ext.3776

Airfield Operations Ext.3331

ASI 11- Very Large Aircraft

ASI Owner Head of Airfield Operations
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 C,
paragraphs 4.2 to 4.4.
Pavement widths and taxiway to obstacle clearances do not in some 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 ICAO Code F (or greater) aircraft are:
Aircraft type Length Wingspan ICAO Code

Antonov 69.1 m 73.3 m F
AN124
Airbus A380 72.8 m 79.8 m F
Boeing 747-8 76.4 m 68.5 m F
Antonov 84.0 m 88.4 m Unclassified – exceeds Code
AN225 F
1.2. 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 some 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.

2. RUNWAYS
Both runways at Manchester meet ICAO Code F 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 aircraft larger than ICAO Code
F 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 Routing Comments

Arrival Runway Vacate runway via Link M & J only. B747-8 and Code
05L E types may use
Taxiway J - K - C - A – D – (N) any runway exit
Arrival Runway Vacate runway at any exit.
05R Cross 05L at DZ then route via D, or K - C - A - D
Arrival Runway Must use W/Y loop and backtrack to vacate runway at
23L any exit.
Cross at DZ then route as for 05R arrival.
Arrival Runway Vacate runway at AE, AG or A. Route A - B - C - A – D –
23R (N)
Depart Runway Route (N)- D - A - C - B - A
05L Enter runway for departure at A1
Depart Runway Route (N) - D - A - C - B (cross 05L) BZ - V - VD
05R (backtrack 05R) W.
Enter runway for departure at Y1
Depart Runway Route D, (cross 23R) DZ.
23L Enter runway for departure at T1
Depart Runway Route (N) - D - A - C - K - J AN225–avoid 23R
23R Enter runway for departure at J1 departure wherever
possible.
4. FURTHER CONSIDERATIONS
4.1 Contingencies
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).

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.

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 have undergone 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. 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.
Outside of the paved shoulder is a further unpaved shoulder of stabilised grassland.
A380s will generally operate through Manchester under the same segregated runway
manner as other aircraft.
6.3. Taxiway routings available
A chart indicating the A380 routings is published in the UK AIP.
A380 GROUND MANOEUVRING

Movement Primary Routing Remarks
Arrival Runway Exit runway via Bravo, RET AE, AG, or If required to wait for stand to
23R Alpha. Then via Taxiways Alpha, become available the aircraft
Bravo, Charlie, or Kilo, and Delta to should be held at A3.
Stand 12 / 61/ 62.
Arrival Runway Exit runway at Mike or Juliet. Route via
05L Taxiway Juliet, Kilo, and Delta to Stand
12 / 61/ 62
Arrival Runway Exit runway at VA or Tango. Route via
05R DZ (or FZ) to cross Runway 05L. Route
via Delta (or Kilo/Delta) to Stand 12 /
61/ 62
Departure 23R Pushback from Stand 12/ 61 / 62 to
face south, then taxi via Delta, Kilo,
and Juliet to J1 for departure.
Departure Route via Delta (or Kilo/Foxtrot) to cross
Runway 23L 23R, to hold at Tango 1.
Departure 05L 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.
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.

The aircraft must be parked under marshaller’s 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.
Stand 61 may also be used when Stands 12 and/or 62 are not available. The aircraft must
be parked under Marshaller’s instructions, nose-in on the main centreline of the stand,
using the stop mark ‘A380’. Stand 61 is a standard three centreline MARS arrangement.
When using Stand 61, Stand 62 is unaffected.

NB: During exceptional circumstances, Stand 80 is capable of accommodating ICAO

Code F (and greater) size aircraft. Special actions are required to enable aircraft access/
egress to the stand, as described at paragraph 4.3
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 61, 62 or 80 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 aircraft’s APU may be run during the
turnaround.

ASI 12- Baggage Hall Operating Standards
1. GENERAL
In order to improve upon Health & Safety and performance standards, the baggage hall
areas located at Terminal 1, Terminal 2 and Terminal 3, will formally be recognised as an
‘Airside’ environment.
As such it is necessary to alter how this area is controlled, to align with the current airside
environment and the requirements laid out in the Aerodrome Manual and subsequent
Airside Standing Instructions.
The Aerodrome Manual can be accessed via the following internet address:
https://manchesterairport.co.uk/ops
As of September 1st 2017, operations and behaviours within the bag hall areas will adhere
to regulations as outlined within the Aerodrome Manual and any applicable Ground
Services Licences.
2. USEFUL CONTACT NUMBERS

Emergency Fire, Police or Medical Assistance 2222
Security 3333
Airfield Duty Manager 3331
Airfield Operations and Standards Manager 3331
Airside Standards Officer 07565178282
Terminal Duty Manager 8777
Airport Duty Maintenance Manager 3678 or 76164
Terminal 1 Flow Control 3826

Baggage System Operations Manager 2018/74078

Baggage Flow Control 3826
Health & Safety BP 2210

3. EMPLOYERS RESPONSIBILITIES
The Health and Safety at Work etc., Act 1974 (Section 2) requires all employers to ensure
the health and safety and welfare of all their employees whilst at work and also to provide
adequate health and safety related information, instruction, training and supervision.
In section 3 of the Act there is also a duty on employers to ensure persons not in their
employment are not put under risk to their health and safety as a result of their business
activities or undertakings.
Employers also have a duty to carry out ‘suitable and sufficient’ risk assessments for all their
work activities as required by the Management of Health and Safety at Work Regulations.
1999.
The above list is not exhaustive, but merely indicative of what employers need to do.
4. EMPLOYEES RESPONSIBILITIES
Legal Duties for all employees in respect of health and safety at work include;
'Taking reasonable care for their own health and safety and that of others who
may be affected by their acts or omissions'
'Co-operating with employers on issues concerning health and safety'
'Not to intentionally misuse or interfere with anything provided for health and safety'
'The duty to correctly use work items provided by their employer, including personal
protective equipment'
5. CONDUCT WITHIN THE BAG HALL AREAS
5.1. General Conduct
The designated walkways and plinths should always be kept clear from obstruction and
allow safe access for pedestrians
Roadways should be kept clear of parked vehicles and equipment at all times.
All staff should ensure that working areas are kept clean and maintain good housekeeping
standards.
All baggage areas have been designated as ‘No Smoking Areas’. Failure to comply should
be treated by employers as a disciplinary offence. Offenders will be subject to fines under
the Airside Infringement Scheme (ASI13)
All staff should carry out their work in a safe manner and comply with all safety legislation
in addition to the local rules and regulations for baggage and associated areas.
All staff should immediately inform Airside Security (3333) of any unauthorised persons or
suspect packages they see in the area.
All staff should immediately inform the Airfield Duty Manager (3331) concerning the misuse
of facility equipment.

Service providers are responsible for the supervision of all inbound items whilst
ensuring they do not block or fall off inbound carousels.
All oversized inbound items should be carried through to the passenger arrivals hall
and not placed on carousels to avoid potential damage e.g. skis, wheelchairs and
bicycles.
5.2. Mandatory wearing of High Visibility garments

Manchester Airport requires all persons entering the baggage areas including escorted
visitors to wear a Hi-Visibility Garment. This includes access to a workplace within or via
the baggage areas, which includes leaving the workplace at the end of a shift or visit.
It is not acceptable for a person to be escorted around or through the Baggage Areas
without a Hi–Visibility Garment.
All Hi-Vis garments must be clear and fully fastened, zipped and secure at all times.
Any staff member not wearing Hi-Visibility clothing will be escorted out of the baggage
areas and will be subject to fines under the Airside Infringement Scheme (ASI13).
6. HEALTH AND SAFETY WITHIN THE BAGGAGE AREAS

It is the individual employer’s duty to ensure that staff are aware of the Emergency and
Evacuation Procedures for the baggage areas and to familiarise their staff with the
Emergency Telephone Number which is 2222 if using an internal telephone.
If using a M.A. company mobile phone dial 747 2222 or for a personal mobile phone dial
0161 489 2222.
Walking between parked trailers or vehicles is not permitted.
Staff should always use designated walkways and plinths provided.
The use of personal entertainment equipment is not permitted when working in baggage
areas.
All baggage areas have been designated as 'No Smoking Areas' Offenders will be subject
to the Airfield Infringement Scheme (ASI13).
Accumulation of rubbish and general debris has the potential to pose a fire risk and must
be reported by contacting Flow Control on ext 3826/6128.
All staff working in the baggage areas should ensure they are familiar with the fire and
non-fire evacuation procedures for their area.
All staff working in the baggage areas should be aware that they are work areas and
should not be treated as a substitute for rest or dining facilities. Items such as kettles,
toasters, and microwaves are not permitted within the baggage areas.
Sitting on carousels, baggage chutes and trailers is not permitted.
Only authorised persons are permitted to manually operate roller shutter doors.
Staff on foot must use pedestrian entrance/exits only and not walk underneath roller shutter
doors.

7. AIRSIDE DRIVING, VEHICLE & EQUIPMENT STANDARDS (Ref ASI 32)

7.1. Driving in the Baggage Areas (Ref ASI 31)
Never exceed the seating capacity for passengers within the vehicles. No seat no ride.
Diesel and petrol vehicles are not permitted in the baggage areas.
The one-way road system should be adhered to at all times.
Reversing is not allowed except when necessary to connect up to trailers etc.
The maximum speed limit within the baggage areas is 5 MPH – i.e, walking pace
Vehicles and/or equipment should not be parked in hatched areas or in a manner that will
cause obstruction to other users of the baggage areas.
Vehicles should never be used to push or shunt other vehicles or equipment.
Staff must not ride on vehicles in any other place other than inside the cab
When driving or traveling within a vehicle, always ensure that all parts of the body are
within the vehicle cab.
The baggage areas must not be used as a short cut/access route.
Sheets or curtains on trucks, or doors on containers, should be secured when being towed
to minimize potential for accidents.
Always check behind before towing trucks or trailers to ensure everyone is clear.
Only persons in possession of a current and relevant Driving Permit should be permitted to
drive vehicles within the Baggage Areas.
It is not permitted to drive or use equipment that has been ‘Red Tagged’. (A red tag
indicates a defect).
Personal entertainment equipment may not be used whilst driving within the Baggage Areas
{e.g. Mp3 players, such as iPods}.
Mobile phone and hand-held radios, which are considered essential equipment apart from
emergency, should not be used unless stationary.
All handling agents are required to have a suitable and sufficient risk assessment for the
carriage of items on the back of EBT’s which considers the following:
 suitability of the EBT in accordance with manufacturers specifications for the carriage
of items,
 any potential fire risk,
 a potentially obstructed rear view in the absence of wing mirrors,
 the maximum safe load and securing of loads.
Prior to setting off with trailed equipment all drivers are responsible for checking that all
loads are secure and all locking mechanisms or stops have been applied.
All parked/positioned trailed equipment must have their brakes applied.

Drivers must not overtake other vehicles, trailers and any other potential obstructions within
baggage vehicle movement lanes. Drivers must wait until all personnel are clear of such lanes
and parked equipment areas prior to continuing.
7.2. Towing Limits and Information

The maximum number of trailers or trucks that may be towed within the baggage areas is
3(Three)- Empty or Loaded.
Only baggage trucks or LD type trailers can be towed into or within the baggage areas.
Fox trailers are permitted under special circumstances only. e.g. for the transport of skis
and special loads.
The towing of freight or tow bars is not allowed within the baggage areas.
The towing of weldworks is not permitted into or within the baggage areas unless by prior
arrangement with Flow Control and under additional supervision.
8. ACCIDENT, INCIDENT AND HAZARD REPORTING
All accidents, incidents and hazards [unsafe acts and conditions] must be reported to
Airfield Operations on 3331 who are responsible for the initial follow up and investigation
of all such reports. Incidents requiring a more extensive investigation are referred to MA
Airfield Safety & Compliance who will investigate in conjunction with the MA Health &
Safety Team.
8.1 Accident / Incident Scene Management
All operators are required to report all accidents on telephone extension 3331 without
delay to enable effective dynamic scene management by the Airfield Operations Team. The
attending Airfield Safety & Compliance Officer is responsible for informing all relevant
parties affected by the incident. Leader 8 is the primary responder to all baggage hall
incidents with the support of the operational team as required. Incident command is
applied consistently with that of external airside areas.
9. BAGGAGE SYSTEM PERFORMANCE, CHUTE AND CAROUSEL ALLOCATION
All queries and communication relating to the performance and allocation of baggage
chutes and carousels should be directed to Flow Control or the Baggage System
Operations Manager [contact telephone numbers are detailed within paragraph 2].

ASI 13- Safety Infringements

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 issue a financial penalty for any acts deemed to
be unsafe, or cause risk to aircraft and its passengers.
2. PRINCIPLES
• All safety infringement notices are raised at the discretion of Airfield Operations.
• Any fine imposed will be issued against the employee’s employer and not the
individual involved in the infringement.
• Ignorance of rules is not an acceptable excuse.
• 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 employer’s 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.

5. AREAS COVERED
The airfield in its entirety is covered under the Safety Infringement Policy, including the
baggage halls which, have recently been encompassed under Airfield Operations. Whilst
not all instances can be listed there are examples of where infringements can be applied
as highlighted below;
• 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 in 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 Operational Risk
& Assurance Manager or Airfield Operations Manager or deputy.
Any appeal must be notified in writing to the safety.reports@manairport.co.uk 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. A response will be sent at the earliest

opportunity detailing the appeal decision and any possible suggestions to prevent
reoccurrence.
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.
9. APRON SAFETY INITIATIVES AND ENHANCEMENTS
Suggestions for Apron Safety enhancements should be made to the Operational Risk &
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 FOD
Manchester Airport will make every effort to identify the owner or organisation responsible
for the FOD when considering levying a £100 fine.
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.
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.
10.2 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 affect the cleaning then a fine of £50 and any associated costs in cleaning
the area will be levied.
10.3 Driving Offences and Poor Driving Standards
Example infringements are listed in Appendix A.
Where an infringement is deemed to be a cause or threat leading to a 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 driver’s 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.
10.4 Operating Unserviceable Vehicles and Equipment
The owner of any vehicle or equipment that is issued with a prohibition or improvement
notice will automatically receive a £50 fine.
10.5 Spillages
MA expects a proactive approach to good working practices that encourage all spillages
to be reported to LCC 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.
10.6 Evidence of Poor Company Training 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. If MA has to undertake the training then an appropriate charge will be
levied plus any other associated 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.
10.7 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.
10.8 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 Signature
Flight Support Apron.
10.9 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.
10.10 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.
10.11 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
• 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 turn-
round 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 14- Aeronautical Weather Information
ASI 14- Aeronautical Weather Information

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 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.
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 15- Low Visibility Procedures

1. SCOPE
1.1 States
 LVP Alert
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 LVP Alert as per the actions detailed in paragraph 2.4.2, and once
complete, will advise ATC that the airfield is in LVP Alert.
 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.
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 ‘LVP ALERT’.
2.1.2 Instrumented RVR
This is a requirement for operations in CAT ll/lll conditions.
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. Drivers shall operate to the left of taxiway centrelines to avoid oncoming traffic,
however to assist ATC with SMR monitoring, vehicle drivers shall aim to drive as close to
taxiway centrelines as practically possible.
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 05L – Aircraft are to enter at Taxiway-Links AF, AG and A only as directed
by ATC. Aircraft are to vacate via either lit Taxiway-Links M, J or H.
 Runway 23R – Aircraft are to enter at Taxiway-Links M and J only as directed by
ATC. Aircraft are to vacate via either lit Rapid Exit Taxiways (RET) BD, AE, or
Taxiway-Link AG or A.
2.3.2. Aircraft Movement Restrictions - LVP Cloud State
 Runway 05L Departures – Aircraft are to enter at Taxiway-Links AF, AG and A only
as directed by ATC.
 Runway 23R Departures – Aircraft are to enter at Taxiway-Links M and J only as
directed by ATC.
 Runway 23L Departures - As per normal operations
 Landing aircraft may vacate at any available exit
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.

2.4. Responsibilities and Procedures
A significant number of personnel are involved in a range of actions which must be

completed before the LSA can be deemed protected, 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 capable of LVP operations.
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 LVP Alert actions are 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 LVP Alert 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).
g) During LVP Vis provide a ‘Follow Me’ for the areas below:
 Light Aircraft TATON
 General Aviation Apron (Signature Flight Support)

 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
Western Maintenance Area and Service Yard Pedestrian access routes T1, T2 & T3.
2.4.3. Airside 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) When in doubt about LVPs or whether they remain in force check with the ADM,
and not ATC.
c) NOT crossing illuminated RED stopbars.
d) Ensure two 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.
e) Ensure all free ranging drivers drive on the left-hand side of the taxiway centreline to
avoid an oncoming collision with another free ranging vehicle.
f) Airfield Operations callsigns undertaking essential full-length inspections of
Runways 05L and 23R during LVP Vis State are to vacate via Taxiway-Links J and A
respectively under ATC instruction.
g) Exercise particular care at uncontrolled taxiway crossing points.
h) Ensure all free ranging drivers drive on the left-hand side of taxiway centreline to
avoid an oncoming collision with another free ranging vehicle.
i) Compliance with Free Ranging restrictions in accordance with the table below.
j) Reporting any unserviceability of equipment, signs or lighting to the ADM without
delay.
State Normal LVP (Alert) LVP (Cloud) LVP (Visibility)

Operations
Weather IRVR >800m, IRVR ≤800m IRVR ≥600m IRVR ≤599m
minima and Cloud and/or Cloud and Cloud
ceiling >300 ceiling ≤300 ceiling ≤200
feet feet feet
Runway Easterly – Dual Easterly – Dual Easterly – Single Easterly – Single
Ops Westerly - Dual Westerly - Dual Westerly - Dual Westerly – Single
*Residual
Westerly
departures
permitted in dual.

Driving Free-ranging Free ranging is restricted. Point-to-Point clearances

privileges permitted only.
Exception: Free Ranging permitted for

OPS/SCARECROW/ RANGER/LEADER/MAN RFFS
when responding to an emergency.
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.
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.

ASI 16- Thunderstorms
ASI 16- Thunderstorms

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 Emergency Planning &
Resilience Manager is responsible for keeping an up to date 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 gusting 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 17- Strong Wind & Gale Plan

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 Technical Administrator, Operations and Emergency
Planning 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 landside and 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.
 Ensuring service partners are made aware of warnings via a brief from the ASCO
team.
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
 Where ULD’s cannot be stored on the airfield racking system, rope should be
obtained from Airfield Operations, and ULD’s secured together in a designated
place identified by the Airfield Duty Manager.
 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.

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 ESTM 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.
The ADE 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 ACC – Assets Call Centre on 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 operator’s 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 18- Aircraft Pushback Procedures

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
notified on Chroma Fusion information bar.
 If there is a rear of stand road, the red illuminated wands must be in use to indicate
to airside drivers that a pushback is occurring. This should be done using the IATA
standard signal at all times.

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.
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.
6. OPERATIONAL TOWING
It may not be recommended by aircraft manufacturers to conduct ‘operational towing’.

Operational towing is described as manoeuvring an aircraft under tow (with or without
tow bar) that contains passengers, cargo or fuel. Airline operators shall satisfy
themselves that operational towing can be conducted on their aircraft and ensure any
restrictions to undertake towing manoeuvres are communicated to the relevant ground
handling agent and Manchester Airport. It remains the airline operator’s responsibility to
assess the risks posed to its aircraft associated with any pushback or towing procedures.

7. REMOTE CONTROLLED PUSHBACK GROUND SERVICE EQUIPTMENT
A suitable and sufficient risk assessment must be undertaken and maintained which
considers all operational limitations, adverse weather conditions, surface gradients, surface
condition and aircraft type/weight compatibility. Such risk assessments must be submitted
to the Operational Risk & Assurance Manager for approval prior to the introduction of
such equipment.
Such equipment may only be used during aircraft pushbacks and not for aircraft towing
operations. Headset communication must be maintained when using remote-controlled
pushback equipment.
All remote-controlled pushback equipment must comply with the requirements ASI 32
Airside Vehicle and Equipment Standards – MA CAP 642 requirements.

ASI 19- Fixed Electrical Ground Power

ASI Owner Head of Asset Optimisation
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.
Certain remote stands have a unit stored below ground under a cover which 'pops-up'.
Care must be taken to ensure that the cables are correctly stowed back under the cover
and the cover fully retracted before the aircraft departs.
Before being able to draw power from the FEGP, the individual user will need to present
their valid ID card to the proximity or swipe 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 on the FEGP units or on the pantograph 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 on the FEGP units or on the pantograph (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 the Assets Call Centre 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

2. USE OF MOBILE GROUND POWER UNITS (GPU’s)
Only if the FEGP is unserviceable or incompatible should a mobile GPU be used.

Constantly running GPU’s 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 GPU’s is necessary the
following procedures are to be observed:
 GPU’s 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 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
 Operators are to ensure that the GPU’s 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 (APU’s)
Aircraft APU’s 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 APU’s 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 stopped at the FEGP or pantograph, the plug
withdrawn from the aircraft and the 400Hz plug withdrawn from the 28V converter.

ASI 20- Aviation Fuel Management

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 Shell, Air BP, Q8 and World Fuels Services (WFS).
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.
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 3 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. WQWQE This
includes Ground Power Units (GPU’s). 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 PED’s 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 (APU’s), 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. APU’s 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.
 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 aircraft’s ‘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 affect a rapid evacuation from the aircraft, most
particularly those whose mobility is impaired, is to be taken into account.
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 company’s 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 LGV-C or C+E driving licence.
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 fueling
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 21- Spillages
ASI 21- Spillages

1. 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 don’t 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). See ASI 36 for relevant standards;
 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.
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 22- Waste Disposal

1. 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 aircraft
cleaning and catering waste, and of hazardous wastes.
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.
Where you have your own contracts for disposal of hazardous or other wastes not
handled by MA, then you are responsible for ensuring that you only used a licenced
contractor, and that you ensure that the appropriate paperwork is completed and
retained.
3. PROCEDURES
Aircraft Cleaning Waste
Aircraft cleaning waste from destinations outside the EU is Category 1 International

Catering Waste and storage and disposal is controlled under the Animal By-Products
(Enforcement) (England) Regulations 2013 in order to prevent the spread of animal
diseases.
At MAN, aircraft cleaning waste must be taken to West Gate Waste Management Area
for disposal in the compactors, or as directed by the Waste Operatives.
Waste must not be left on stand, on airbridges or deposited in MA waste bins or

compactors anywhere else on site.
Duty of Care
There is a legal obligation for all companies to understand what waste is being
generated and to ensure it is deposited correctly into MA waste and recycling facilities
or your own company facilities.
Where MA facilities are used, each company should complete an annual Waste
Management Duty of Care form for MA.
There is also a legal obligation for all companies to segregate material for recycling.
MA provides recycling facilities for paper, card, plastic bottles, glass bottles, electrical
equipment, batteries, fluorescent tubes, line engineering oil cans, wooden pallets and
scrap metal.
Hazardous Waste

You should ensure you are aware which materials are hazardous. MA does not provide
disposal facilities for hazardous wastes, except for those listed above in recycling.
Line maintenance oil cans should be put into the wheelie bins on head of stand.
Contracts should be set up for the collection and disposal of other hazardous wastes
including waste oil, oil filters, oily rags, solvents etc with an appropriately licenced
contractor. Storage facilities must be secure, located in an area protected from impact.
All companies are responsible for retaining hazardous waste consignment notes in
compliance with the legislation.
Health & Safety
Any staff using MA waste compactors should be trained in their safe and correct
operation. Training can be provided by the Waste Foreman who can be contacted
07:00 – 15:00 on 07979 333106.
Waste should be handled and stored to prevent the generation of FOD.
Failure to control waste could lead to an airfield infringement for FOD.
4. CONTACTS
Further information on recycling and waste disposal can be obtained from

environment@manairport.co.uk

ASI 23- Aircraft Washing

ASI Owner Head of Airfield Operations & Head of Health, Safety and
Environment
1. 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)

 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. AIRCRAFT WASHING ON STAND
There are two authorised methods of aircraft washing on stands as an alternative to

conducting full aircraft washing only permitted on stand 61.
A, Dry belly washes may be carried out on stand using a completely dry wash process
(without use of water).
B, Wet belly washing using a brush dipped into a bucket of soapy water is also
permitted on stand, where all excess liquid is shaken off and care is taken to avoid drips
and spills of water and cloths used to remove all dirt/excess water from the aircraft.
Care should be taken to ensure that cleaning cloths and equipment do not become a
FOD hazard.
Washing with the use of water on stand should not be undertaken where there is a risk
of frost. For any queries please contact Airfield Operations on extension 3331

8. ENGINE WASHING
Engine washing may be carried out on stand where all wash waters are captured and
removed from site for disposal

ASI 24- Push & Park Procedure

Manchester Airport ‘M’ driver permit must be valid prior to any aircraft pushback.
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
re-positioned 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 should 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. The CTOT, (slot time)
must be entered into Chroma by the GHA.
3.2 Procedure
The Ground Handling Agent (GHA) MUST make a call to Airfield Control to request Push
& Park. Giving the Tug call sign to be used. GHAs are not to contact ATC direct 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 Tug call sign and Push &
Park allocated stand.
Airfield Control will confirm to the GHA that Push & Park procedure has been arranged.
ATC will ensure that all relevant VCR staff are aware of the Push & Park manoeuvre and
EFPS strip prepared.
When the flight is closed up Ground Crew to confirm with the flight deck that that push
back crew are fully ready to complete a safe procedure, prior to push and park request.
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.
No change to the pushback clearance will be made by ATC once the pushback has
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
self-manoeuvring 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 Taxi- Conventional manoeuvre off this taxi-through

through stand. No ‘safety man’ or Airfield Operations
presence required.
101 B737-300 Taxi- Conventional manoeuvre off this taxi-through

through stand. No ‘safety man’ or Airfield Operations
presence required.
Taxiway A320 / On
Golf B737H Centreline
Taxiway B747-400 Nose Conventional manoeuvre from this location. No

Quebec facing ‘safety man’ or Airfield Operations presence
(Stand 63 south required
side-on).
61R B757-300 Nose out MA Airfield Operations presence required to

Winglets control road traffic for taxi, and check for FOD or
jet blast hazards

/A321 control road traffic for taxi, and check for FOD or
Sharklets jet blast hazards



Additionally, the following taxiway locations may be used as ‘Remote Holding Locations’.
Taxiway B747-400 Nose Any runway

November facing
abeam south
Stand 86
RET VC @ DH8-400 On Departure from Runway 23L only. TORA 2504

VC1 / E195 centreline metres.
Taxiway B737-900 On Any runway

Golf abeam / A321 centreline
Stand 58
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”.
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
Fairey’s 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 Organisation
Tug 1 to Tug 15 Swissport
Tug 16 to Tug 19 ASIG
Tug 20 to Tug 49 Menzies Aviation
Tug 50 to Tug 59 Jet2
Tug 60 to 89 Swissport
Tug 90 to Tug 94 Monarch Airlines Engineering
Tug 95 Air Livery
Tug 96 to Tug 98 Thomas Cook Engineering
Tug 99 Signature Flight Support
Tug 100 Manchester Airport
Tug 101 to Tug 110 Dnata
Tug 111 to Tug 120 Aviator
Tug 120 to Tug 125 Premiere Handling
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

Operational towing is described as manoeuvring an aircraft under tow (with or without tow
bar) that contains passengers, cargo or fuel. Airline operators shall satisfy themselves that
operational towing can be conducted on their aircraft and ensure any restrictions to
undertake towing manoeuvres are communicated to the relevant ground handling agent
and Manchester Airport. It remains the airline operator’s responsibility to assess the risks
posed to its aircraft associated with any pushback or towing procedures.

ASI 25- Aircraft Towing

ASI Owner Airfield Operations manager
1. PROCEDURES
Individuals involved with the towing of aircraft at Manchester Airport, must hold a valid
M Permit to enable them to drive, and manoeuvre aircraft in the manoeuvring area.
HEAD SETS
Headsets are mandatory for ALL pushbacks and 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.
The Ground Handling Agent (GHA) MUST make a call to Airfield Control to request an
aircraft tow. Giving the Tug call sign to be used. GHAs are not to contact ATC direct at
this instance.
Airfield Control will advise ATC of the intention to tow an aircraft, giving details of the
aircraft operator, aircraft type, registration marks, current stand Tug call sign and
destination stand.
Airfield Control will confirm to the GHA that aircraft Tow procedure has been arranged.
ATC will ensure that all relevant VCR staff are aware of the Push & Park manoeuvre and
EFPS strip prepared.
When the aircraft is closed up, Ground Crew to confirm with the flight deck that push
back crew are fully ready to complete a safe procedure, prior to aircraft tow request.
Tug Crew will call ATC on Ground Movement Frequency (UHF Channel 1) for
clearance to Tow aircraft, giving Airline and aircraft type information, current stand and
destination stand.
Example: “Ground, Tug 71, request clearance to Tow a Thomson Boeing 787 from
Stand 207 to Stand 235”.

If approval to conduct the towing manoeuvre is granted, Airfield Control will verbally
state the destination stand or parking facility and confirm Tug call sign and where 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.
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 Fairey’s 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 Fairey’s Apron). Similarly, there is no requirement for approval to
undertake towing manoeuvres within the confines of the Signature Flight Support &
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 Organisation
Tug 1 to Tug 15 Swissport

Tug 16 to Tug 19 ASIG
Tug 20 to Tug 49 Menzies Aviation
Tug 50 to Tug 59 Jet2
Tug 60 to 89 Swissport
Tug 90 to Tug 94 Monarch Airlines Engineering
Tug 95 Air Livery
Tug 96 to Tug 98 Thomas Cook Engineering
Tug 99 Signature Flight Support
Tug 100 Manchester Airport

Tug 101 to Tug 110 dnata

Tug 111 to Tug 120 Aviator
Tug 120 to Tug 125 Premiere Handling
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).

Operational towing is described as manoeuvring an aircraft under tow (with or without
tow bar) that contains passengers, cargo or fuel. Airline operators shall satisfy
themselves that operational towing can be conducted on their aircraft and ensure any
restrictions to undertake towing manoeuvres are communicated to the relevant ground
handling agent and Manchester Airport. It remains the airline operator’s responsibility to
assess the risks posed to its aircraft associated with any pushback or towing procedures.

ASI 26- Airbridge Operation

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 applicant’s 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 may
be 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 operator’s 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 Operator’s Permits and
equipment keys. MA or their nominee will issue an Operator’s 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.
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 holder’s 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 0161 489 5790

Fax 0161 489 5787
Email learninganddevelopment@manairport.co.uk
6. 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 manufacturer’s 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 MA’s Airfield Safety
Infringement Policy.

ASI 27- Aircraft Turnaround Management

1. GENERAL
Under the Health & Safety Executive’s 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 everyone’s 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 2005
 CAP 642 Airside Safety Management
 HSG 209 Aircraft Turnround

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.
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 requires 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.
Prior to aircraft arrival, ground service equipment must not be prepositioned in the tug /
marshaller box. This includes aircraft tugs, ground power units, towbars, aircraft chocks,
cones or PIGS. This area is to be kept clear to safeguard the aircraft in the event it may
fail to stop on its intended position.
In addition to this, the tug / marshaller box is required to marshal an aircraft onto stand
in the event of AVDGS system failure or activation of the emergency stop.
Only when the aircraft has safely parked on stand, engines are shut down and all
chocks have been applied can an aircraft tug and other ground service equipment be
positioned in the tug / marshaller box in preparation for pushback.
A passenger’s 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.
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 non-standard 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
multi-crewed.
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 Airfield Operations.
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 Airport’s
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.
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.
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. SAFETY REQUIREMENTS APPLICABLE TO THE HANDLING AND CARRIAGE OF

DANGEROUS GOODS AND ELECTRONIC MOBILITY AIDS
The handling and transportation of all dangerous goods must comply all relevant
legislation including:
 ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air;
 IATA Dangerous Goods Regulations;
 European Agreement for the International Carriage of Dangerous Goods by Road
{ADR}.
MA do not expect airside drivers to obtain a licence under ADR. However, all
dangerous goods must be handled by suitably trained and competent individuals. All
goods must be transported with their inventory and in suitable containers which are
appropriately labelled.
The transport, attempted transport or handling of dangerous goods which results or has
the potential to result in the safety of the operation being endangered or lead to an
unsafe condition is a reportable event within MOR EU 376 requirements.
Any occurrence involving the spillage or unintended release of such items must be
reported as an emergency without delay on telephone no 0161 489 2222.
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 located 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.
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.
21. GPUs (Ground Power Units)
Manchester Airport will provide 5 GPUs (Ground Power Units) in airside locations
stands 217, 218, 219, 247 and 249.
The GPUs must remain in the above locations and must not be moved between stands
and to any other area of the airfield.
Only personnel who have received GPU training via their respective employer must
operate the GPUs.
22. Aircraft Loading Errors

A loading error can severely affect aircraft performance, stability and

control. Loading errors may also lead to loss of control during an attempted
take off or during subsequent flight. It is therefore essential that all service
providers have appropriate mitigation and training in place to prevent such
occurrences.
Aircraft loading errors can arise in one of three ways:
 The aircraft is not loaded in the way stated on the accepted load and trim sheet.
This is applicable to any load sheet type.
 The aircraft load and trim sheet uses correct input data but the output data is
wrong. This is applicable to manual load sheets.
 The flight crew apply the (correct) load and trim data incorrectly when using it to
calculate aircraft take- off performance data, including reference speeds and
scheduled thrust settings.
 The hold load is not properly secured or contains prohibited or incorrectly
packed items.
All service providers should report loading errors under the Mandatory Occurrence
Scheme as per
EASA requirements. All loading error events should also be reported to MA Airfield
Operations.
23. USE OF DUAL TAXIWAY/STANDS
There are two areas on the airfield which have dual purpose use as a taxiway or a
stand.
 Stands 61C to stand 64 [taxiway Quebec] and

 Stands 80 and 231 [taxiway Papa].
When stands 61C – 64 are vacant taxiway Quebec is open to live aircraft movements.
This also applies when both stands 80 and 231 are vacant taxiway Papa becomes an
open live taxiway to aircraft movements. These areas are indicated on the airfield road
system map.
Drivers are required to maintain their situational awareness when approaching these
areas and give way to all aircraft movements. Service providers must also ensure that
all ground service equipment is removed promptly upon completion of an aircraft
turnaround to enable the reopening of the taxiway when required.

ASI 28- Storage and Handling of Unit Load Devices (ULDs)
ASI 28- Storage and Handling of Unit Load Devices (ULDs)

1. OPERATING PROCEDURE
MA Airfield Operations Manager will agree with airline handling agents and ULD
providers the seasonal assessment of the number of ULD’s required to meet their
operational demands, no later than September 30th (Winter Requirements) and March
31st (Summer Requirements).
Airfield Operations / MA Airfield Operations 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 Airfield Operations
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
ULD’s 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 Airfield Operations Manager

ASI 29- Aircraft De-Icing

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) or Certificate to Operate at Manchester Airport.
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, ACC – Assets
Call Centre on Ext. 3776 prior to undertaking ANY Aircraft De-icing. If no answer,
contact the Engineering Shift Team Manager (ESTM) 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 airport’s 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.
Data on the volume of de-icing fluid applied to aircraft must be provided to MAG on a
monthly basis by email to environment@manairport.co.uk.
6. Departure Sequencing Protocol
In winter operations, at Winter Threat Status level 2, aircraft de-icing will be subject to
the Departure Sequencing Protocol process.

ASI 30- Airside Competency & Training

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 co-
ordination 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 everyone’s 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 individual’s 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.
2. TRAINING & COMPETENCY
The particular risks that are inherent in airside operations and the type of activities
which are necessary to turnround 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.
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@manairport.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.

ASI 31- Airside Driving

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 have 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 Permit Types
A Permits drivers to use the airside roads, stand/equipment areas and

Western Maintenance Area 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.
M Permits drivers to operate on perimeter roads and taxiways north of Runway

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

runways.
1.4. 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. For the avoidance of doubt; the
Western Maintenance Area is classed as ‘apron’.
The permit will be valid for 3 years from the date of issue.

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 that 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 Head of Airfield Operations.
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 Head of
Airside Safety & Compliance 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.
When an employee successfully completes the required driver-training course and has
been issued with an ADP by the MAG Learning and Development department,
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.

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 applicant’s 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 Head of Airfield Operations.
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)
It is the responsibility of the aerodrome operator to decide what additional specific

factors there might be about the workplace and vehicles which may impose additional
medical fitness requirements over and above those required for driving on the public
roads. This should be based on a local risk assessment by the aerodrome operator,
which may include organisations that operate airside, and should relate to local
procedures, environment, infrastructure, topography, complexity and how busy the
airfield is.
Establishing required medical standards is but one control to mitigate risks associated
with airside driving and all employers must also ensure that appropriate, task-based risk
assessments for airside driving are in place, understood and that employees are fully
compliant with the control measures contained within.

A driver must disclose to the DVLA and their employer any medical condition, or
prescribed medication, which may affect their ability to drive safely. Where the DVLA
places a condition or restriction on a driver this must be considered by the employer
and Occupational Health advice obtained. The employer must inform the MAG Airside
Driving Permit (ADP) issuing authority of any such condition or restriction. Appropriate
action may involve suspending or removing the ADP as soon as a potential medical
issue is notified.
Where a driving accident or incident has occurred an Occupational Health review must
be arranged by the employer if there is any doubt as to whether medical circumstances
could have been the cause of, or have contributed to, the accident or incident.
The Manchester Airport Group (MAG) medical standard (fitness to drive airside) has
been established taking account of guidance provided by:
 The Civil Aviation Authority (CAA)

(Requirement for an Airside Driving Permit (ADP) Scheme – CAP 790, Appendix A
http://publicapps.caa.co.uk/docs/33/CAP790.pdf),
 The Health & Safety Executive (HSE)
(Medical standards for drivers
http://www.hse.gov.uk/workplacetransport/personnel/medicalfitness.htm) and,
 The Department for Transport (DfT)
(DVLA Assessing fitness to drive – a guide for medical professionals
https://www.gov.uk/government/publications/assessing-fitness-to-drive-a-guide-for-
medical-professionals)
Following consultation within MAG risk-management processes, it is a requirement that

this medical standard must be met prior to the issue of an ADP and every three years
thereafter.
Renewal of the ADP will require the production of the following:

 A valid Airside Security ID
 A full and current UK DVLC licence, or equivalent, and
 A Medical Certificate where the approved Occupational Health Practitioner
confirms that the standard below has been met by the applicant.

Fitness Standard – Airside Drivers - Prior to commencement of driving and every three years thereafter.
Assessment Standard
Questionnaire Via the MAG website
http://www.manchesterairport.co.uk/aviation-
professionals/doing-business-with-us/airfield-
operations/manchester/airside-driver-training/
No positive responses
Mobility and co- No obvious impairment of movement, co-ordination or mobility
ordination that would prevent safe access to, egress from or control of
vehicle. Must be independently mobile with appliances if
necessary. Able to move neck, shoulders and arms with ease.
Must be able to demonstrate grip adequate to indicate that
controlled use of a steering wheel is achievable. Must be able to
demonstrate foot movement to indicate that controlled use of
foot pedals is achievable.
Vision – acuity Distance - 6/12 binocular, with correction if worn (with minimum
of 6/7.5 in the better eye and at least 6/60 in the other)
Vision - fields Normal binocular fields of vision
Vision - diplopia No diplopia
Vision - colour Full Ishihara plates (24) – ability to read 13 or more of the first
15 plates.
If this standard is not met a permit may be provided for driving
on the APRON ONLY. This MUST be noted on the medical
certificate. This part of the standard is currently under airfield
safety risk assessment review.
Hearing Conversation at 2.5 metres, without view of tester’s face, with
correction if required. This to be tested during vision screening to
ensure lip-reading does not take place. If concerns are noted, a
practical test in the workplace (via Airfield Ops) will be
recommended. The standard for hearing is based upon the
requirement to hear and understand radio communications.
Hidden hearing loss, which affects this aspect of hearing more
significantly, is not easily detected via Pure Tone Audiometry.
Interruption of No epilepsy, eating disorders, history of seizures or fits declared except
consciousness where managed effectively and where there is evidence that the DVLA
have both been informed and that the DVLA licence has not been
suspended.
Blood pressure Diastolic < 100, systolic < 160
Pulse Regular, 50-90 bpm at rest
Urinalysis No glycosuria, proteinuria or haematuria
Mental Health No history declared, no concerns arisen during assessment.
Height /Weight For DVLA forms
(PCV/HGV ONLY)
The medical assessment must be undertaken by, or under the supervision of, an approved
Occupational Health Professional (Occupational Health Physician (OHP)/Aviation Medical
Examiner (AME) or Occupational Health Nurse/Advisor (OHN/A)). The signature of the
approved Occupational Health Professional must be provided on the medical certificate.
The Driver Training School holds a list of current approved Occupational Health
Professionals.

All drivers who cannot meet the fitness standard will need to be referred to the approved
Occupational Health Practitioner who will refer to the current DVLA guidance to determine
fitness to drive airside.
Where any doubt about fitness to drive exists, the advice of an approved 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 the Driver Training School for the provision of an appropriate
contact.
Meeting the MAG medical standard does not preclude employers from adopting higher
standards should they choose to do so. A higher review frequency may be appropriate for
some individuals with existing medical conditions at the recommendation of the approved
Occupational Health Practitioner.
This should be read in conjunction with relevant and current H&S/Airfield Safety policy on
this subject.
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.
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.
 Never approach an aircraft with anti-collision lights on
 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.
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 (LVP’s).
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 Airport’s website: http://www.manchesterairport.co.uk/ops
Availability of The Manoeuvring Area Map must be included in the Vehicle Walk round
Inspection Check List as detailed within Annex 3 of Manchester Airport’s ‘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 MUST 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 and The Use of Ob Lights
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.
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 driver’s seat may be un-
occupied).
An ob light should always be active with the following exemptions;
 The vehicle is parked up in a designated GSE bay,

 The vehicle is stationary or parked during an aircraft turnaround within the aircraft
footprint or stand boundary.
All vehicles positioned within inter-stand clearways or are positioned whilst waiting on
stand for arriving aircraft must have an active ob light.
All vehicles on the manoeuvring area must maintain an active ob light unless parked
within a recognised refuge area or works compound.
All vehicles operating without a serviceable ob light must activate the vehicle hazard
lights and remove the vehicle from service pending repair as soon as possible. The
continuous use of a vehicle without a serviceable ob light is not permitted.
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.
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 Speed Limit

Entering Buildings 5 MPH
Apron Stands 5 MPH
T3 Coaching Lane 5 MPH
T1 Southern Front Apron Road leading to 5 MPH
Baggage Hall Entrance
T1 Stand 12 Link Bridge HOS Road 10 MPH

North Road (IDLEX to North Gate) 5 MPH

Western Maintenance Area 10 MPH
Apron Roads 20 MPH
Perimeter Road 20 MPH
Other Roads 20 MPH
Taxiways 30 MPH [unless trained as a blue light
response driver]
Runway Advisory 30 MPH [unless required to expedite in
accordance with aircraft movements]
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.
 Drivers must ensure that they enter a different speed limit zone at a speed that
doesn’t exceed the prescribed limit of that area E.G. when vacating taxiways onto
the apron road system.
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 manufacturer’s
instructions and should follow the British Standards Institution’s 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.
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 driver’s 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.
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.
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 MA’s 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.
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 and Vehicle Breakdown 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.
It is a requirement for all free ranging manoeuvring area permit holders to have backup
comms when driving within this operating zone. A spare hand-held radio or a
serviceable, charged mobile phone must be carried in transit to enable emergency
comms in the event of vehicle failure.
All free-ranging vehicle operators on the manoeuvring area [runways and taxiways]
must report a vehicle breakdown at the earliest opportunity to the ATC Watch Manager
on tel no 0161 209 2836 or 2835.
11. DRIVING DURING LVPs
See ASI 15 Low Visibility Procedures
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 Airport’s
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 individual’s employer.

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 Vehicles
Exceeding the required airside speed Obstruction light not illuminated.
limits.
Obstructing taxiing aircraft. Faulty towing connections.
Failure to carry an ADP whilst driving Bald tyres.
airside.
Driving with an invalid driving permit. Vehicle cabs containing Foreign Object
Damage (FOD).

Reversing a vehicle without a banksman. Failure to display a current Airside Vehicle

Permit.
Careless driving. Defaced Airside Vehicle Permit.
Encroached Taxiway. Driving a red-tagged vehicle.
Parking or leaving equipment unattended
in an Inter-stand Clearway.
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,
offender’s 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 32- Airside Vehicle & Equipment Standards

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 operator’s 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 operator’s maintenance regime or facility must be reported to the

Operational Compliance Auditor.
Operators must adopt and be able to demonstrate a robust method of auditing and
assessing their maintenance provider’s 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. Minimum requirements ref to, ANNEX 3
VEHICLE DAILY WALKROUND INSPECTION CHECK LIST available on Manchester
Airports website: https://www.manchesterairport.co.uk/ops
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.
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. This documentation should be
sent to MAMT admin office and MA Airfield Operations Manager.
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 operator’s 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 Annex 1 and 2 available
on Manchester Airport’s website http://www.manchesterairport.co.uk/aviation-
professionals/doing-business-with-us/airfield-operations/document-library/vehicle-and-
equipment-standards-for-operating-airside/
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
manufacturer’s maintenance procedures. These should be incorporated into the
maintenance regime.
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.
A maintenance provider must also have 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 compulsory. 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.
• A 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.
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 Airport’s 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 (Annex 3)
• 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 15 months 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.
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 driver’s 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 available on Manchester Airport’s website
http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-
operations/document-library/vehicle-and-equipment-standards-for-operating-airside/

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 the 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
Operational Compliance Auditor and the Operator will be notified of the defect/s.
The Operator shall ensure the vehicle/equipment fault is rectified and CAP 642 inspected
by the Company’s 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
The Operator must inform the ADM immediately if a vehicle/equipment breaks down in the
Aerodrome Movement Area and cannot be moved.
The ADM may decide that the oversight of this situation may benefit from the deployment
of the Manchester Airport Motor Transport Apron Fitter who would act as the Subject
Matter Expert providing technical advice.
If the airside operator of the vehicle/equipment and or the leasing company/owner wish to
arrange a third-party recovery company, this must be approved by the ADM.
The ADM will provide oversight with operational staff or the Manchester Airport Motor
Transport Apron Fitter to escort all third-party recovery agents onto the Aerodrome.
(Manchester Airport Motor Transport Apron Fitter fees will apply).

Vehicles/equipment that require routine maintenance or repairs that operate airside, must
be taken landside for any collection and delivery service offered by the maintenance
provider. The use of recovery vehicles to aid this service within the Aerodrome Movement
Area is strictly forbidden.
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.
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 stands 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 MA’s 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 MA’s 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.
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
Airside Operators are reminded that it is their responsibility for the safe condition of any
vehicle or equipment operated under their governance. Any modifications, adaptations or
alterations made to leased/rented vehicles and equipment must be approved by the
operator prior to deployment.
Conventional road vehicles/equipment 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/equipment that have been modified must have one of the
following:
• Change of Use Notification from DVSA

• An insurance indemnity letter from the operator quoting the asset serial
reference/identifier and an overview description of 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 of the modifications prior to them being carried out. The
vehicle/equipment 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 Airport’s website http://www.manchesterairport.co.uk/ops
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 4/ reception, which is located in the
Western Maintenance Area at Manchester Airport between the hours of 07:30 to 16:00
Monday to Friday.
A charge in line with the MA current fees and charges will be made for the issue of an AVP
however; this may be reviewed at MA’s entire discretion.
A charge in line with the MA fees and charges will be levied by MA to replace lost or stolen
AVP’s.
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 Three 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

self-certification 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 17 weeks.
Escorted Access (Yellow)
Issued for a limited period of up to seven working days, for an operator with reason to
have short-term vehicular access airside, or up to 17 weeks with a valid Inspection
Certificate issued by MT regardless of the age of the vehicle.

A maximum of 4 Escorted Access (Yellow) 7day AVPs will be allowed per calendar year
thereafter all vehicle/equipment will require a MAMT CAP642 inspection and issued with a
yellow 17week AVP.
The yellow AVP must be returned to the MAMT Cap 642 reception, within 7 days of its
expiry date, failure to comply will have the sponsoring company suspended from being
issued with any further form of AVP until compliance of this policy is adhered to.
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 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 areas, Critical part
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 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 signed CAP 642 Inspection Certificate must
be provided, signed and dated by an approved CAP 642 Inspector with each and every
application for a Blue and Green 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 Registration number/Fleet serial number 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 manufacturer’s
recommendations and has obtained confirmation and cover from the Operators insurance
company before being used airside.
4.4 Security Obligations
AVP’s 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.
In line with existing procedures any lost or stolen Airside Vehicle Permits or other temporary
vehicle permit must be reported as soon as practically possible to either Manchester
Airport’s Pass Office or Motor Transport, or other appropriate issuing body.
However, the reference number needed when reporting a loss as described above is now
available by reporting the lost item online at www.reportmyloss.com/uk rather than ringing
the police or attending a local police enquiry counter.
This enables staff members to report their loss on line, create a lost report, obtain a lost
property reference number, and in the event of the item being recovered, the owner will be
notified of its whereabouts for collection.
If the item is lost outside of the Greater Manchester area, you should contact the
appropriate police force to report the matter (www.police.uk/contact/force-websites/).
Alternately you can report it online via www.reportmyloss.com, however dependant on
which police force area the item has been lost in, you may have to pay a fee (free in GMP
force area).

If the item has been stolen, the existing procedure of reporting the theft to the police by
calling 101 or visiting your local Public Enquiry Counter should be followed. A
crime/incident number will be given which will then be given to Manchester Airport when
reporting the theft of the item.
AVP’s must also be returned immediately 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 operator’s 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 MA’s
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 operator’s application and through Manchester Airport’s 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 MA’s
right to withdraw the AVP should circumstances warrant.
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 AVP’s issued, which will include
the identifying number of the vehicle, the Operators name, MA security ID pass number
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 Airport’s website
http://www.manchesterairport.co.uk/aviation-professionals/doing-business-with-us/airfield-
operations/document-library/vehicle-and-equipment-standards-for-operating-airside/

ASI 33- FOD & Airfield Sweeping

ASI Owner Head of Asset Management Services
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;
Asset Engineering responsible for the delivery of:

 The operation of an airside cleansing regime
 Airfield Operations responsible for the delivery of:
 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
2 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.
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 endeavor 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.
3.1. 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

3.2. Airbridge Operators
 Inspection of the airbridge prior to and following every operation
3.3. Aircraft Operators

 The regular removal of rubbish from aircraft holds
3.4. Cabin Crew
 Ensuring that bags of rubbish removed from their aircraft are not left on or around
the stand (including on airbridges)
3.5. 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
3.6. 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
3.7. 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
3.9. 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.
3.10. Handling Agents
 As part the preparations for accepting an aircraft onto a stand, carry out a pre-
aircraft arrival FOD inspection
3.11. 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’.
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 34- Detention of Aircraft
ASI 34- Detention of Aircraft

1. Procedure
In accordance with the provisions of Article 257 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 257 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 257 of the Air
Navigation Order are:
• Rad Taylor (Operations Director)

• Chris Wild (Head of Airfield Operations)

ASI 35- Removal of Disabled Aircraft

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”.
3 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.
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 36- Minimum Standards for Bowsers, Tankers, Tanks & Chemical Stores
1. 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 secured, and preferably 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.
 Labelled with relevant CLP hazard symbols on each side and the rear of the
bowser. E.g.
o Flammable;
o Hazardous to the environment;
o Others as required
COMPANY NAME
CONTENTS
XXXX LITRES CAPACITY
EMERGENCY CONTACT NUMBER(S)
Template for general bowser information CLP Hazard symbols
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 de-icing
should be:
 In good condition with no leaks;
 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.
 Labelled with CLP hazard symbols on each side and the rear of the bowser such as:
o Flammable;
o Or others as required.
COMPANY NAME
CONTENTS
EMERGENCY CONTACT
NUMBER (S)
Template for general bowser/tanker information CLP Hazard symbols

2.3 Static Bulk Tanks
All static bulk storage tanks (greater than 200 litres) used for:
 Fuel or oil;
 Waste fuel or oil;
 De-icing 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:
 Labelled with CLP hazard symbols on each side and the rear of the bowser such as:
o Flammable;
o Or others as required.
COMPANY NAME
CONTENTS
EMERGENCY CONTACT
NUMBER (S)
Template for general bowser/tanker information CLP Hazard symbols
IBCs of de-icing 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;
 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 –

environment@manairport.co.uk

Amendments
AMENDMENT FORM
The Head of Airfield Operations 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 email to instigate change
as a result of changes in contact details, Policy or procedural change in the light of
operational experience.
The amendment email will be reviewed by the Head of Airfield Operations and where
appropriate submitted to the Operational Safety Management Committee for approval and
implementation.
Please contact the below 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
To: Head of Airfield Operations

5th Floor, Olympic House,
Manchester Airport
M90 1QX
chris.wild@manairport.co.uk
airfieldoperations@manairport.co.uk

Amendments


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Part A- General

20181221 Manchester Airport Aerodrome Manual Version 1

Editor Manchester Airports Group

Department Airfield Operations, Safety & Compliance

Department Chris Wild

Tel 0161 489 5035

20181221 Manchester Airport Aerodrome Manual Version 1

Part B- Safety Management System .................................................................................. 1

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2.5.5. Airfield Planning ....................................................................................................... 11

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4.3. External Emergency Services .................................................................................. 39

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9.5. Follow Up Actions..................................................................................................... 61

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14.2.4. Merger of Roles .................................................................................................. 75

Part C- Particulars of Aerodrome Site................................................................................ 1

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7.7. Taxiways ............................................................................................................... 7

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16.15. Landside Incidents .................................................................................................... 20

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Part E- Aerodrome Operating Policies and Procedures

ASI 1 – Aircraft Engine Ground Running

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2. PURPOSE OF THE AERODROME MANUAL

The Aerodrome Manual contains details of the characteristics, policies, operational

3. AERODROME MANUAL STRUCTURE

EASA Authority, Organisation and Operations Requirements for Aerodromes, subpart E

4. AERODROME MANUAL DISTRIBUTION POLICY & PROCEDURE

The Aerodrome Manual will be published annually in December, to become effective on

20181221 Manchester Airport Aerodrome Manual Version 1

6. CONDITIONS OF USE OF THE AERODROME

7. OBLIGATIONS OF THE AERODROME OPERATOR

Manchester Airport is certificated by the UK Civil Aviation Authority under EU Regulation

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8. GLOSSARY- TERMS & CONDITIONS

Aerodrome Reference Point

Category 1 (CAT 1) Operation

Category ll (CAT ll) Operation

Category lllA (CAT lllA) Operation

Category lllB (CAT lllB) Operation

Category lllC (CAT lllC) Operation

Cleared and Graded Area

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Instrument Approach Runway

Obstacle Free Zone

Rapid Exit Taxiway (RET)

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Runway End Safety Area (RESA)

Taxiway Holding Position

Vehicle Runway Access Point (VRAP)

Vehicle Taxiway Access Point (VTAP)

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AAIB Air Accident Investigation Branch

ACL Airport Co-ordination Ltd

ACN Aircraft Classification Number

AD Airside Directive (or may be Aerodrome in aeronautical context)

ADF Automatic Direction Finder

ADM Airfield Duty Manager

AFMM Airfield Facilities and Maintenance Manager