Unified Management Manual

Aerodrome Manual Version 2.2 - 1 February 2020

CIAL Aerodrome Manual - Part A

UNCONTROLLED WHEN PRINTED (unless numbered controlled manual) REF: 20190501CWLAeroManV2.2 Page: 2 of 189 Date: 1 February 2020

© Copyright Cardiff International Airport Limited. This document and the information contained within it, is the exclusive property of Cardiff International Airport Limited (CIAL). No part of this document may be reproduced or disclosed or used for any purpose other than that for which it was issued. The information contained within is strictly confidential, and written consent must be sought from the Head of Airfield Operations prior, to it being reproduced, disclosed or used for any other purpose. This document may not be altered or amended in any way by unauthorised person(s). Any necessary amendments or alterations will be made by the responsible person in control of this document. Any amendments or alterations made to this document will be disseminated appropriately to the distribution list, which will include effective dates and required inserts. Any queries about this document should be addressed to: Rob Elias Head of Airfield Operations [email protected] Cardiff Airport, Vale of Glamorgan, Wales, CF62 3BD

mailto:[email protected]



Part A General A.1 Introduction This document has been prepared by Cardiff Airport Limited (CIAL) to provide an Aerodrome Manual as required by ADR.OR.E.005 of Subpart E to Annex III of Commission Regulation EU139/2014. This Aerodrome Manual

identifies clearly those accountable and responsible for the management of safety within CIAL;

provides for a system of document control;

explains the certification basis of the EASA Aerodrome Certificate

provides for a system of audits and inspections to ensure maintenance of a high standard of safety;

describes fully the safety management system at the Aerodrome, including organisational structures, qualification and training requirements;

describes the particulars of the aerodrome site, and those which require to be reported to the Aeronautical Information Service;

describes the particulars of the operating procedures of the Aerodrome, its equipment and safety measures.

The manual is arranged as follows to comply with the legal requirements to maintain it: Part A provides an introduction to the Aerodrome Manual and explains how it administered. It sets out policy statements from the accountable Manager relating to safety and compliance and describes the Legal basis for Aerodrome Certification. Part B explains how Cardiff Airport is managed including details of the aerodrome management systems in place, personnel qualification and training requirements. It describes the organisational structures in place, identifies those responsible for safety and explains how competency is maintained. It explains how CIAL has established safety committees and sets out their terms of reference. It also explains how CIAL maintains safety performance and how it accomplishes its safety oversight role and compliance monitoring. Part C describes the aerodrome’s location and provides plans showing the aerodrome boundaries. It then provides information on the facilities available at Cardiff. Part D sets out the aeronautical Information that Cardiff Airport is required to notify to the UK-AIS, and which appears in the UK-AIP AD 2 entry for Cardiff Airport. It also identifies those aspects of the physical characteristics Cardiff which differ from EASA Certification Specifications. Part E provides information on the operating procedures in place at Cardiff Airport. This includes descriptions of procedures to undertake inspections of the Aerodrome, to enable safe operation in adverse weather, aerodrome safeguarding and the management of wildlife hazard. It also describes the procedures used by the Rescue & Fire Fighting Services and Emergency Planning. Part F explains how Cardiff manages the quality and security of aeronautical data and aeronautical information



A.1.1 This Aerodrome Manual complies with the all applicable EASA requirements

and with the terms of the Aerodrome Certificate held by CIAL.

Signed:

Ceri Mashlan Director of Operations (Accountable Manager) 1 February 2020

A.1.2 This document contains operational instructions which are to be complied with

by the relevant personnel and others as identified herein.

Signed:

Ceri Mashlan Director of Operations (Accountable Manager) 1 February 2020



A.1.3 Aerodrome Safety Policy Statement

Cardiff International Airport Limited recognises and accepts its responsibility to ensure, as far as is reasonably practicable, that the aerodrome and associated controlled airspace are safe for use by aircraft and passengers. Also, to organise and integrate the functions of the various departments and organisations into an overall airport operational Aerodrome Safety Management Manual. The EASA Certification references for this Aerodrome Safety Policy statement are as set out in Part B of this manual. CIAL aims to ensure that competent persons are appointed to all safety related posts and that high priority is given to staff training and the provision of adequate resources. Important characteristics of a safety culture are openness, sound communications at all levels, commitment to learning from the past experiences, fairness, 'no blame', honesty and leading by example. Cardiff Airport Limited is fully committed and focused to run a safety policy based on "just" safety culture principles. It is recognised that a culture cannot simply be implemented, but can and must evolve with time. Every endeavour will be made by CIAL management to encourage such evolution. CIAL will ensure, so far as is reasonably practicable, that the aerodrome is safe for aircraft operations, by the following means:

Maintenance of appropriate Aerodrome Safety Management Manuals and a structure to manage, supervise and action all aspects of aircraft operations which fall within the airport's area of responsibility;

Complying with its regulatory obligations and utilise relevant industry good practice;

Ensuring the availability of sufficient experienced, trained and competent staff to meet all regulatory requirements;

Ensuring that the airfield's physical characteristics, facilities and procedures are adequate for the safe use by aircraft at the intensity and type of operation conducted at the aerodrome;

Liaising with the relevant regulatory authorities on all matters relating to the aerodrome's development which may impact on the aerodrome's safety;

Airport management consulting with operators, issuing procedures and auditing operations to ensure the integrity of airside operations.

Whilst not detracting from or diminishing the responsibility of others, CIAL requires all its service partners, contractors and tenants to have written safe working and operating practices and will encourage and expect the adoption of industry best practice in compliance with their regulatory obligations.

Ceri Mashlan Director of Operations (Accountable Manager)



A.1.4 Explanations, abbreviations and definitions of terms within this manual

AAL Above Aerodrome Level ACFT Aircraft

ACN Aircraft Classification Number AD Aerodrome

ADM Airport Duty Manager ADR Aerodromes (EASA term)

AIP Aeronautical Information Publication AIS Aeronautical Information Service

AltMoc Alternative Means of Compliance (EASA term) AMC Acceptable Means of Compliance (EASA term)

AMSL Above Mean Sea Level ANO Air Navigation Order

ANSP Air Navigation Service Provider AOD Above Ordnance Datum (Approx. amsl)

AOM Airfield Operations Manager APCH Approach

APU Auxiliary Power Unit APG Airport Police Group

ARP Aerodrome Reference Point ASO Airside Safety Officer

ATC Air Traffic Control ATIS Automatic Terminal Information Service

CAA Civil Aviation Authority CAP Civil Aviation Publication

CGA or C&GA Clear and Graded Area CL Centreline

CLSD Closed DFT Department for Transport

EASA European Aviation Safety Administration ED Emergency Distance ELoS Equivalent Level of Safety (EASA term)

FATO Final Approach Take-Off area FBU Flight Briefing Unit

FM Facilities Management GM Guidance Material (EASA term)

GP Glide Path Aerial (ILS) GMT Co-ordinated Universal Time (Z/UTC)

HoAO Head of Airfield Operations ICT System Any electronic system, technical equipment, computer or network

installed for the purposes of communication, navigation and/or surveillance, including the operational data produced, received or

otherwise employed, in the provision of air traffic services. ILS Instrument Landing System IRVR Instrumented Runway Visual Range

(see also RVR) KPI Key Performance Indicator

LAFB Local Authority Fire Brigade LDA Landing Distance Available

LOC Localiser Aerial (ILS) LOP Local Operating Procedure

LSA Localiser Sensitive Area NDA Nominated Diversionary Airport

METCOM Meteorological Communications System MFT Major Foam Tender

MTWA Maximum Take-off Weight Authorised NATS National Air Traffic Services Ltd

NAVAID(S) Navigation Aid(s)



OIC Officer in Charge OFZ Obstacle Free Zone

OR Organisational Requirements (EASA term) OSI Operational Safety Instruction

PART EASA document annotation term PCN Pavement Classification Number

PPR Prior Permission Required PSZ Public Safety Zone

RAG Status Red Amber Green risk rating status RESA Runway End Safety Area

RVR Runway Visual Range RWY Runway

SAR Search And Rescue SARG CAA Safety & Airspace Regulation Group

SARPs Standards and Recommended Practices SADM Senior Airport Duty Manager

TBN To Be Notified TDZ Touchdown Zone

TELS Telecommunications THR Runway Threshold

TIL Until TODA Take-Off Distance Available TORA Take-Off Run Available

Transmissometers Equipment for measuring RVR giving IRVR TWY Taxiway

UFN Until Further Notice U/S Unserviceable

UTC Co-ordinated Universal Time (GMT/Z) VDGS Visual Docking Guidance System

Zulu (Z) Co-ordinated Universal Time (GMT/UTC)



A.1.5 Table of contents

Part A General .......................................................................................................... 3

A.1 Introduction ...................................................................................................... 3 A.1.1 This Aerodrome Manual complies with the all applicable EASA requirements and with

the terms of the Aerodrome Certificate held by CIAL....................................................... 4 A.1.2 This document contains operational instructions which are to be complied with by the

relevant personnel and others as identified herein. ......................................................... 4 A.1.3 Aerodrome Safety Policy Statement ................................................................................ 5 A.1.4 Explanations, abbreviations and definitions of terms within this manual ......................... 6 A.1.5 Table of contents .............................................................................................................. 8

A.2 System of amendment and revision ..............................................................16 A.2.1 Persons responsible for the issuance and insertion of amendments and revisions ...... 16 A.2.2 Records of amendments with insertion dates and effective dates; annotation of changes

made ............................................................................................................................... 16 A.2.3 Annual re-issue, and supplements to the Aerodrome Manual ....................................... 17 A.2.4 Handwritten amendments and revisions to this manual................................................. 17 A.2.5 Description of system for annotation of pages and their effective dates........................ 18 A.2.6 List of effective pages ..................................................................................................... 18 A.2.7 Annotation of changes .................................................................................................... 18 A.2.8 Temporary revisions ....................................................................................................... 18 A.2.9 Description of distribution system and provision of distribution list ................................ 18

A.3 General information ........................................................................................19 A.3.1 Purpose, objectives and scope of the aerodrome manual ............................................. 19 A.3.2 Legal requirements for an aerodrome certificate, and for the aerodrome manual as

prescribed in Part-ADR.OR ............................................................................................ 19 A.3.3 Conditions of use of the aerodrome by its users ............................................................ 21 A.3.4 Facilitation of audits and inspections by the Competent Authority, and implementing

findings (ADR.OR.C.015, ADR.OR.C.20, and ADR.OR.C.25) ...................................... 21

A.4 Exemptions or derogations from the applicable requirements, cases of equivalent level of safety, special conditions and limitations ....................22 A.4.1 Certification Basis Document ......................................................................................... 22 A.4.2 Equivalent Level of Safety (ELoS).................................................................................. 22 A.4.3 Alternative Means of Compliance ................................................................................... 22 A.4.4 Special Conditions .......................................................................................................... 22 A.4.5 Deviation Acceptance & Action Document (DAAD) ....................................................... 22

Part B Aerodrome Safety Management Manual ....................................................23

B.1 Introduction and structure .............................................................................23 B.1.1 Scope of the SMS Manual .............................................................................................. 23 B.1.2 The wider SMS - relationship of the Aerodrome Manual with other associated

documentation ................................................................................................................ 24

B.2 Safety Policy and Objectives .........................................................................25 B.2.1 Aerodrome Safety Policy Statement .............................................................................. 25

B.3 Organisational Structure and Safety accountabilities (including names, authorities and responsibilities of management and nominated persons). 25 B.3.1 Management commitment and responsibility; ................................................................ 25



B.3.2 Aerodrome organisation ................................................................................................. 27 B.3.3 Airport Senior Management Team – roles and responsibilities ..................................... 29 B.3.4 Aerodrome Operations Management Team ................................................................... 30 B.3.5 Airside Compliance, Deputy Training and Contingency Planning Officer, Airside Safety

and Training Officer, Airfield Operations Officer, and Airfield Technician roles ............. 32 B.3.6 Airport Fire Service ......................................................................................................... 36 B.3.7 Facilities Management ................................................................................................... 38 B.3.8 Motor Transport .............................................................................................................. 40 B.3.9 Health and Safety ........................................................................................................... 40 B.3.10 Airport Security ............................................................................................................... 40 B.3.11 Air Navigation Service Provider (NATS) ........................................................................ 40

B.4 Aerodrome Safety Committees, Local Runway Safety Team and Emergency Response Planning .....................................................................41 B.4.1 Introduction ..................................................................................................................... 41 B.4.2 Safety Review Board (EASA AMC1 ADR.OR.D.005(b)(1) Management system) ........ 41 B.4.3 Airside Safety Committee ............................................................................................... 43 B.4.4 Flight Operations Performance Committee (FLOPC) .................................................... 44 B.4.5 Local Runway Safety Team ........................................................................................... 45 B.4.6 Health & Safety Committee ............................................................................................ 46 B.4.7 NATS Contract meetings ................................................................................................ 46 B.4.8 Emergency Response Planning (ADR.OPS.B.005) ....................................................... 46 B.4.9 Cardiff Airport Standing Safety Committee (CASSC) .................................................... 46 B.4.10 Cardiff Airport Emergency Planning Forum (AEF) ......................................................... 47 B.4.11 Airport Emergency Orders (Airport Emergency Plan AMC1 ADR.OPS.B.005(b)). ........ 48

B.5 Documentation control procedures ...............................................................48

B.6 Safety Risk Management and risk assessment ............................................49 B.6.1 Safety of Operational Risks - overview .......................................................................... 49 B.6.2 The Risk Assessment Process ....................................................................................... 49 B.6.3 Quantitative Safety Analysis ........................................................................................... 50 B.6.4 Safety Cases .................................................................................................................. 50

B.7 Safety Assurance ............................................................................................52 B.7.1 Monitoring of implementation and effectiveness of safety actions and risk mitigation

measures. ....................................................................................................................... 52 B.7.2 Safety Performance monitoring ...................................................................................... 52 B.7.3 Description of the compliance monitoring function and related procedures including third

party oversight (ADR.OR.D.005(b)(11) .......................................................................... 53 B.7.4 Safety reporting (including hazard reporting; ADR.OR.D.030) ...................................... 58 B.7.5 Internal Safety investigations ......................................................................................... 58 B.7.6 Management of change .................................................................................................. 59

B.8 Safety promotion .............................................................................................64 B.8.1 Training and education; processes for maintaining competency (ADR.OR.D.017, AMC3

ADR.OR.D.017(a);(b)) .................................................................................................... 64 B.8.2 Instructors and assessors, and oversight of training undertaken by third parties AMC1

ADR.OR.D.017(d) .......................................................................................................... 65 B.8.3 Procedures for training and checking of the trainees ..................................................... 65 B.8.4 Service Providers and training undertaken by companies other than CIAL................... 66 B.8.5 Procedures to be applied in the event that personnel do not achieve the required

standards ........................................................................................................................ 66 B.8.6 Description of documentation to be stored and storage periods (ADR.OR.D.035) ....... 67 B.8.7 The proficiency check programme including responsibilities and frequencies .......... 6767 B.8.8 Safety Programmes and Safety Communication (ADR.D.027) ..................................... 68

B.9 Contracted activities (ADR.OR.D.010). ..........................................................69 B.9.1 Specified Contracted Activities (AMC1 ADR.OR.D.010)................................................ 69



B.9.2 Written agreements for Specified Contracted Activities ................................................. 69 B.9.3 Oversight of Contracted Activities by the Safety Review Board and other safety

committees ..................................................................................................................... 70 B.9.4 Alignment of CIAL and NATS documentation ................................................................ 70

B.10 Safety Management System Outputs (AMC 2 to ADR.OR.D.005(c)(12); ADR.OR.D.030(d)(5); AMC1 to ADR.OR.D.005(b)(7)). ...................................71 B.10.1 SMS Outputs (AMC 2 to ADR.OR.D.005(c)(12)) ........................................................... 71 B.10.2 “Just” Safety Culture (ADR.OR.D.030 (d)(5)) ................................................................. 71 B.10.3 Continuous improvement of the SMS (AMC1 ADR.OR.D.005(b)(7)) ............................ 72 B.10.4 Safety Goals and Indicators ........................................................................................... 72 B.10.5 Compliance Monitoring ................................................................................................... 73

B.11 Names, status and responsibilities of persons authorised by the CAA to detain aircraft under article 257 of the Air Navigation Order 2016 .............74

B.12 Procedures for facilitating audits by the Competent Authority, and for undertaking corrective actions (including requirements of ADR.OR.C.015, 20 & 25). ...........................................................................................................75 B.12.1 Introduction and responsibilities of the EASA Certificate Holder ................................... 75 B.12.2 Access (ADR.OR.C.015) ................................................................................................ 75 B.12.3 Findings and corrective actions (ADR.OR.C.020) .......................................................... 75 B.12.4 Immediate reaction to a safety problem — compliance with safety directives

(ADR.OR.C.025)............................................................................................................. 75 B.12.5 Information Notices and Safety Alerts ............................................................................ 76 B.12.6 Procedures for reaction to safety problems ................................................................... 76 B.12.7 Procedures for handling of safety recommendations issued by Safety Investigation

Authorities ....................................................................................................................... 76

B.13 Procedures for reporting to the Competent Authority including handling, notifying and reporting accidents, serious incidents and occurrences (ADR.OR.C.030). ..............................................................................................77 B.13.1 EC Definition of “occurrence” and reporting of occurrences .......................................... 77 B.13.2 Definition of accident, serious incident and occurrence and of the relevant

responsibilities of all persons involved ........................................................................... 77 B.13.3 Copies of the forms to be used to submit a Mandatory Occurrence Report to the CAA 80 B.13.4 Procedures and arrangements for the preservation of evidence, including recordings,

following a reportable event ........................................................................................... 80

B.14 Procedures and measures for the prevention of fire at the aerodrome (ADR.OR.C.040) ...............................................................................................80

B.15 Procedures related to use of alcohol, psychoactive substances and medicines (GM1 ADR.OR.C.045) ....................................................................80 B.15.1 Drugs and Alcohol OSI ................................................................................................... 80 B.15.2 Procedures where persons are suspected of being under the influence of drugs or

alcohol, psychoactive substances and medicines.......................................................... 81

B.16 Method and procedures for recording aircraft movements (AMC2 ADR.OR.D.035) ................................................................................................81

Part C Particulars of the aerodrome site ...............................................................82

C.1 Description of the aerodrome site .................................................................83 C.1.1 Introduction ..................................................................................................................... 83



C.1.2 Warnings regarding reliance upon this data ................................................................... 83 C.1.3 General ........................................................................................................................... 83 C.1.4 Plans, maps and charts .................................................................................................. 84 C.1.5 Aerodrome chart, including facilities information ............................................................ 86 C.1.6 A plan showing the location of any aerodrome facilities and equipment outside the

boundaries of the aerodrome; ........................................................................................ 88 C.1.7 Description of the physical characteristics of the aerodrome and particular elevations

within it ............................................................................................................................ 88 C.1.8 Aerodrome Signals, Signs & Markings ........................................................................... 89 C.1.9 Aeronautical Ground Lighting ......................................................................................... 93 C.1.10 Aerodrome Beacon ........................................................................................................ 95 C.1.11 Standby Power Supply ................................................................................................... 95 C.1.12 Apron Lighting ................................................................................................................ 95 C.1.13 Stand Entry Guidance Systems ..................................................................................... 95 C.1.14 Description of non-visual aids ........................................................................................ 96 C.1.15 Radio systems and communications .............................................................................. 98 C.1.16 Surface Dimensions, Type and Bearing Strength of pavements ................................... 99 C.1.17 Runway instrument strip; runway cleared and graded area, RESA provision ............. 100 C.1.18 Helicopter Operations ................................................................................................... 102 C.1.19 Rescue and fire fighting level of protection .................................................................. 102 C.1.20 Obstacles ...................................................................................................................... 103 C.1.21 Description of the types of operations that the aerodrome is approved to conduct. .... 104

Part D Particulars of the aerodrome required to be reported to the aeronautical information service .......................................................................................105

D.1 Introduction ...................................................................................................105

D.2 Warnings regarding reliance upon this data ..............................................105

D.3 EGFF AD 2.1 Aerodrome Location Indicator And Name .............................105

D.4 EGFF AD 2.2 Aerodrome Geographical and Administrative Data ..............106

D.5 EGFF AD 2.3 Operational Hours ...................................................................107

D.6 EGFF AD 2.4 Handling Services and Facilities ............................................108

D.7 EGFF AD 2.5 Passenger Facilities ...............................................................108

D.8 EGFF AD 2.6 Rescue and Fire Fighting Services .......................................109

D.9 EGFF AD 2.7 Seasonal Availability - Clearing .............................................109

D.10 EGFF AD 2.8 Aprons, Taxiways and Check Locations/positions Data .....110

D.11 EGFF AD 2.9 Surface Movement Guidance and Control System and Markings ........................................................................................................111

D.12 EGFF AD 2.10 Aerodrome Obstacles ..........................................................112

D.13 EGFF AD 2.12 Runway Physical Characteristics .......................................114

D.14 EGFF AD 2.13 Declared Distances...............................................................115



D.15 EGFF AD 2.14 Approach and Runway Lighting ..........................................116

D.16 EGFF AD 2.15 Other Lighting, Secondary Power Supply ..........................116

D.17 EGFF AD 2.19 Radio Navigation and Landing Aids ...................................117

D.18 EGFF AD 2.20 Local Traffic Regulations .....................................................118 D.18.1 Ground movement ........................................................................................................ 118 D.18.2 CAT II/III Operations ..................................................................................................... 118 D.18.3 Warnings ...................................................................................................................... 119 D.18.4 Helicopter Operations ................................................................................................... 119 D.18.5 Aircraft recovery ........................................................................................................... 119

Part E Particulars of the operating procedures of the aerodrome, its equipment and safety measures (AMC3 ADR.OR.E.005; E) .........................................120

E.1 Inspections of the movement area and reporting ......................................120 E.1.1 Overview ....................................................................................................................... 120 E.1.2 EASA ADR-OPS AMC requirements ........................................................................... 120 E.1.3 UK CAA Guidance Material within CAP1168 ............................................................... 120 E.1.4 Procedures held separately which supplement this Manual ........................................ 121

E.2 General inspection, communications and record keeping processes in place at Cardiff (including requirements of ADR.OR.D.035) .....................122 E.2.1 CIAL 3-tier inspection process ..................................................................................... 122 E.2.2 Responsibilities of Facilities Management Team ......................................................... 122 E.2.3 Responsibilities of NATS to maintain ANS Equipment ................................................ 123 E.2.4 Coordination between Airfield Operations, Facilities Management and NATS ............ 123 E.2.5 General record keeping and log keeping (ADR.OR.D.035) ......................................... 123 E.2.6 Follow-up Actions and involvement of Aerodrome Management Team ...................... 124 E.2.7 General arrangements and means of communicating with the air traffic services unit

during inspections ........................................................................................................ 124

E.3 Arrangements and procedures for reporting and recording changes to the UK AIP entry ..................................................................................................125 E.3.1 Procedures and frequencies for aeronautical data surveying ...................................... 125 E.3.2 Coordinating changes to the UK EGFF AD entry ......................................................... 125

E.4 Procedures for accessing the aerodrome movement area .......................125 E.4.1 Current procedures....................................................................................................... 125 E.4.2 Coordination with the security agencies ....................................................................... 125 E.4.3 Prevention of unauthorised entry into the movement area .......................................... 125

E.5 Procedures and responsible personnel for aerodrome inspections ........127 E.5.1 Inspections of the runway and aerodrome movement and operational areas

(ADR.OPS.B.015) ........................................................................................................ 127 E.5.2 Arrangements and means of communicating with the air traffic services unit during

inspections .................................................................................................................... 128 E.5.3 Inspection checklists, logbook and record-keeping ...................................................... 128 E.5.4 Inspection intervals and times; reporting results and follow-up actions ....................... 128

E.6 Sweeping and cleaning .................................................................................129



E.7 Procedures for the inspection and routine and emergency maintenance of visual and non-visual aids, as appropriate and the aerodrome electrical systems. .........................................................................................................129 E.7.1 Inspections undertaken within the 3-tier inspection process ........................................ 129 E.7.2 Inspections undertaken by Facilities Management; responsibilities and procedures for

the Inspection and maintenance of visual aids ............................................................ 130 E.7.3 Inspection checklists, logbook and record-keeping ...................................................... 130 E.7.4 Inspection intervals and times; reporting results and follow-up actions ....................... 131 E.7.5 Operating, maintenance and repair instructions, servicing information, troubleshooting

and inspection procedures of aerodrome equipment ................................................... 131

E.8 Procedures for maintenance of the movement area ..................................131 E.8.1 Coordination via 3-tier inspections ............................................................................... 131 E.8.2 Procedures ................................................................................................................... 131

E.9 Procedures for aerodrome works (UKGM5 ADR.OPS.B.070 Aerodrome works safety) .................................................................................................132 E.9.1 Coordinating, planning and carrying out construction and maintenance work............. 132 E.9.2 Arrangements and means of communicating with air traffic services unit during the

progress of such work. ................................................................................................. 132

E.10 Procedures for ground movement of aircraft on taxiway system.............133 E.10.1 Ground movement of aircraft (AMC1 ADR.OPS.B.030) .............................................. 133

E.11 Procedures for apron management .............................................................133 E.11.1 General ......................................................................................................................... 133 E.11.2 Transfer of the aircraft between air traffic services unit and the apron ........................ 133 management unit ....................................................................................................................... 133 E.11.3 Allocation of aircraft parking positions .......................................................................... 133 E.11.4 Engine start and aircraft push-back ............................................................................. 133 E.11.5 Marshalling and ‘follow-me’ service.............................................................................. 134

E.12 Procedures for apron safety management .................................................135 E.12.1 Protection from jet blasts .............................................................................................. 135 E.12.2 Enforcement of safety precautions during aircraft refuelling operations ...................... 135 E.12.3 Monitoring the compliance of personnel on the apron in accordance with safety

procedures .................................................................................................................... 136 E.12.4 Procedures for the control of vehicles (ADR.OPS.B.025) ............................................ 137

E.13 Airport Safeguarding including wildlife management, obstacle control and monitoring, and planning .............................................................................138 E.13.1 Procedures for wildlife hazard management (ADR.OPS.B.020) .................................. 138 E.13.2 Procedures for obstacle control, monitoring and promulgation (ADR.OPS.B.075) ..... 140 E.13.3 Procedures for monitoring hazards related to human activities and land use, on the

aerodrome and its surrounds ....................................................................................... 143 E.13.4 Relevant inspection checklists, logbook and record-keeping; inspection intervals and

times; reporting results and follow-up actions. ............................................................. 144

E.14 Procedures for ensuring the safe handling and storage of fuel and dangerous goods in the aerodrome (ADR.OPS.B.055) ..............................145 E.14.1 Aviation Fuelling - general ............................................................................................ 145 E.14.2 Equipment, storage areas, delivery, dispensing , handling and safety measures ....... 145 E.14.3 Quality and correct specification of aviation fuel; audit and inspection intervals,

checklists, sampling and record keeping ..................................................................... 147 E.14.4 General aircraft fuelling procedures and ramp safety .................................................. 148 E.14.5 Dangerous goods (ADR.OR.D.020(b)) ........................................................................ 148



E.15 Adverse weather (ADR.OPS.B.050) .............................................................149 E.15.1 General ......................................................................................................................... 149 E.15.2 Weather Warnings ........................................................................................................ 149 E.15.3 Low visibility operations (ADR.OPS.B.045; UKGM ADR.OPS.B.045) ......................... 150 E.15.4 Procedures for winter operations (ADR.OPS.B.035) ................................................... 151 E.15.5 Procedures for operations in other adverse weather conditions. ................................. 151 E.15.6 Procedures for night operations (ADR.OPS.B.040). .................................................... 152

E.16 Procedures for the protection of radar and other navigational aids, control of activities, and ground maintenance in the vicinity of these installations. 153 E.16.1 General ......................................................................................................................... 153

E.17 Procedures for the operation of aircraft with higher code letter at the aerodrome including taxiing routes (ADR.OPS.B.090) ..............................154

E.18 Procedures and measures for the prevention of fire at the aerodrome (ADR.OR.C.040) .............................................................................................155 E.18.1 General ......................................................................................................................... 155

E.19 Procedure for calculating reduced Declared Distances where there are temporary objects infringing the strip or obstacle limitation surfaces. ...156 E.19.1 Definitions of declared distances and related terms .................................................... 156 E.19.2 General responsibilities, process, consideration of hazards ........................................ 157 E.19.3 General consideration of hazards and operational issues ........................................... 158 E.19.4 Calculations - general ................................................................................................... 159 E.19.5 Runway Declared Distances and Elevations – baseline information for use in

calculations ................................................................................................................... 161

E.20 Procedures for the safe integration of other aviation activities such as gliding, parachuting and banner towing .....................................................163 E.20.2 Noise Abatement Procedures ...................................................................................... 164

E.21 Aerodrome emergency plan .........................................................................165 E.21.1 General (ADR.OPS.B.005) ........................................................................................... 165 E.21.2 Overview of Aerodrome Emergency Planing (ref UKGM1 to ADR.OPS.B.005(a)) ..... 165 E.21.3 General Coordination of response to to an Emergency (UK GM4 and AMC2 to

ADR.OPS.B.005(b)) ..................................................................................................... 166 E.21.4 Tests for aerodrome facilities and equipment to be used in emergencies, including their

frequency ...................................................................................................................... 169 E.21.5 Exercises to test emergency plans, including their frequency (UK-AltMoC1

ADR.OPS.B.005 (c)) .................................................................................................... 169

E.22 Rescue and firefighting services (ADR.OPS.B.010) ...................................171 E.22.1 CWL RFFS ................................................................................................................... 171 E.22.2 Response Objectives (AMC5 ADR.OPS.B.010(a)(2)) ................................................. 171 E.22.3 Operating Procedures to Maintain Response Capability in Normal Conditions ........... 171 E.22.4 Fire Station (CS ADR-DSN.T.905) ............................................................................... 173 E.22.5 Rescue Equipment (UKGM5 ADR.OPS.B.010) ........................................................... 173 E.22.6 Communications and Alerting Systems (AMC1 ADR.OPS.B.010(a)(2)) ..................... 175 E.22.7 RFFS Personnel Requirements ................................................................................... 177 E.22.8 Training Programme Of RFFS Personnel – General (AMC1 ADR.OPS.B.010(b);(c)) 177 E.22.9 RFFS Level Of Protection (AMC2 ADR.OPS.B.010(a)(2)) .......................................... 178

E.23 Removal plan for disabled aircraft...............................................................178 E.23.1 Aircraft recovery plan (aircraft salvage); Relevant arrangements, equipment, and

procedures for its implementation ................................................................................ 179



Part F Quality and Security Management of Aeronautical Data and Aeronautical Information ....................................................................................................180

F.1 Introduction ...................................................................................................180

F.2 Quality Management System .......................................................................180 F.2.1 EU Legal basis with reference to ICAO Standards & Recommended Practices.......... 180 F.2.2 Policy ............................................................................................................................ 182 F.2.3 Safety management objectives .................................................................................... 183 F.2.4 Scope of aeronautical data and aeronautical information provided, ownership, quality

and origination of data .................................................................................................. 184 F.2.5 Responsibility for requesting changes to the aeronautical information promulgated by

UK-AIS .......................................................................................................................... 186 F.2.6 Procedures for compliance monitoring ......................................................................... 186

F.3 Security Management Systems....................................................................188 F.3.1 Security management objectives .................................................................................. 188



A.2 System of amendment and revision

A.2.1 Persons responsible for the issuance and insertion of amendments and

revisions

The Head of Airfield Operations is accountable for the administration of all amendments and revisions to this document.

Person responsible for issuance and insertion of amendments:

Debs Stephens Airfield Operations Manager

Authorised by: Rob Elias Head of Airfield Operations

A.2.2 Records of amendments with insertion dates and effective dates; annotation of

changes made.

Version Insertion date Effective date Annotation of changes made

1.0 1 September 2016 1 September 2016 First issue of Aerodrome Manual.

2.0 1 January 2019 1 January 2019 Issue of Version 2 of AM with change in Accountable Manager, introduction

of Airside Compliance & Training Officer and Airside Safety & Deputy Training Officer roles, and update to

MOR procedures iaw EASA and EU376.

2.1 1 June 2019 1 June 2019 Issue of Version 2.1 of AM with change of Head of Airfield

Operations, Airfield Operations Manager and amendment to the titles of Airside Compliance and

Deputy Training Officer and Airside Safety and Training Officer roles.

Change from CAP232 to CAP1732 which details the annual regulatory

aeronautical survey.

Name change from RAF St. Athan to St. Athan Aerodrome.

Inclusion of Global Trek, a new Fixed Base Operator who operate from the

Southside of Cardiff Airport.

2.2 1 January 2020 1 January 2020 Issue of Version 2.2 with a change to section B.11, Names status and responsibilities of persons authorised by the CAA to detain aircraft under article 257 of the Air Navigation Order 2016.



Update to North Air hours of availability. Update to title and responsibilities of Airside Compliance, Deputy Training and Contingency Planning Officer. Change to section B.7.6-Management of Change. Submission of notifications to the CAA of changes for which approval is not required will now take place once a year as part of our pre-audit documentation. Inclusion of the new ranger vehicles for BCU activities.

A.2.3 Annual re-issue, and supplements to the Aerodrome Manual

The Aerodrome Manual will normally be re-issued annually with the most accurate up-to-date information available. A.2.3.1 Aerodrome Manual Supplements

Aerodrome Manual Supplements (AMSs) may be issued which may (i) reflect a permanent change which will need to be included in the next full issue of the Manual;

or (ii) reflect a temporary change, of lengthy duration, which affects the contents of the Manual significantly.

The Management of Change Process and Risk Assessment Procedures within Part B of the Manual determine whether an AMS will be required. AMSs will normally be proposed and reviewed by the Safety Review Board prior to formal notification to the recipients of the Manual. The AMS will then be placed on the CIAL Extranet. In exceptional circumstances AMSs will be issued by the Head of Airfield Operations and circulated immediately. A.2.3.2 Other supplementary material

In Parts B, C, D, E and F, other supplementary material to the Aerodrome Manual is identified, and it is the responsibility of those who require to consult or use the Aerodrome Manual to check this material prior to relying on any information within the Aerodrome Manual. If there is any doubt, the Head of Airfield Operations should be contacted in the first instance (see Part B). A.2.3.3 Responsibilities

The identified aerodrome managers within this manual are responsible for bringing to the attention of the Head of Airfield Operations anything within their scope of responsibility, which should be identified as an Aerodrome Manual Supplement. The regular Safety Review Board Meetings have a standing agenda item of “issues which could affect the content of the Aerodrome Manual”. Thereafter, it is the responsibility of users of the Aerodrome Manual to check whether the information they would wish to use is affected by an Aerodrome Manual Supplement.

A.2.4 Handwritten amendments and revisions to this manual



Handwritten amendments and revisions to this manual are not permitted. Documentation is uncontrolled when printed from the online version except for the numbered controlled copies.

A.2.5 Description of system for annotation of pages and their effective dates

All pages carry an effective Date and Aerodrome Manual version number, which will be revised each time the Manual is updated. The following file naming convention is used in accordance with Guidance Material from CAP1168: (Date as YYYYMMDD)(Aerodrome name)(Document name)(Version number) For example: 20180701CWLAeroManV2.0

A.2.6 List of effective pages

The Aerodrome Manual is re-issued in its entirety at each revision, and all pages have the same effective date – ie the date of issue. Thus all pages in this document are effective.

A.2.7 Annotation of changes

All changes will be annotated in the records of amendments table at the front of the manual.

A.2.8 Temporary revisions

See earlier section in relation to Aerodrome Manual Supplements. Exceptionally, changes which are introduced at short notice may be approved by the Head of Airfield Operations before formal review by the Safety Review Board (SRB).

A.2.9 Description of distribution system and provision of distribution list

A.2.9.1 Controlled hard copies

Controlled hard copies of this manual are distributed to the following people/departments who are required to sign that they have read and understood their accountabilities and responsibilities. The recipients return the signed slips to the Office of the Head of Airfield Operations where they are kept on file.

Controlled copy Manual No. Named role/location

1 Chief Executive Officer

2 Director of Operations

3 Master Copy - Ops Library - MACC

4 Airport Fire Station

A.2.9.2 Controlled electronic version of Aerodrome Manual

The controlled electronic copy of the Aerodrome Manual is available to all companies operating airside at Cardiff via a closed page on the CIAL Extranet. The electronic copy is clearly annotated as “uncontrolled when printed”. An electronic copy is also sent to the relevant CAA Aerodrome Inspector.



A.2.9.3 Notification of changes to the Aerodrome Manual

Direct notification of changes to the Aerodrome Manual, and the introduction of any Aerodrome Manual Supplements, are notified via and Extranet. Recipients of the Controlled hard copy will receive controlled hard copy amendments which must be signed for.

A.3 General information

A.3.1 Purpose, objectives and scope of the aerodrome manual

The structure and scope of the manual is described in Section A.1 The principle objective of the manual is to show how CIAL management will accomplish its safety responsibilities. It sets out the policy and expected standards of performance, and the procedures by which they will be achieved. The overall intent is to provide for the following and also to meet the requirements of ADR.OR.E.005 and provide: (1) a clear description of the responsibilities of CIAL as owners and operators of the aerodrome; (2) a list of the key tasks and activities that are to be performed by CIAL and other parties and (3) identifying the means and procedures in order to complete these tasks and activities within the

CIAL Aerodrome Safety Management System.

A.3.2 Legal requirements for an aerodrome certificate, and for the aerodrome manual

as prescribed in Part-ADR.OR

A.3.2.1 Legal basis

European Parliament Regulation (EC) No 216/2008 provided for establishing common rules for EU Airports and the creation of a European Aviation Safety Agency (EASA), the intent being to establish a high uniform level of civil aviation safety in Europe. This is known as the “Basic Regulation”. Regulation (EC) No 216/2008 required the establishment of detailed Implementing Rules concerning the safety regulation of aerodromes, originally on or before 31 December 2013. The European Commission published Commission Regulation (EU) No 139/2014 on 12 February 2014. This provided for the common Implementing Rules within a series of Annexes to the Regulation as follows:

Annex I provides for definitions of terms used in Annexes II to IV

Annex II (Part-AR) covers the Authority requirements for the National Aviation Authority or “Competent Authority” – these are the rules with which the UK CAA complies with, including information that must be provided to EASA; issue of safety directives; establishing and changes to the management system; oversight, certification and enforcement; and example certificates.

Annex III (Part-OR) covers organisation requirements for aerodrome operators – these are the rules for aerodrome operators with respect to aerodrome certification, management and manuals. This includes rules on applying for a certificate; change management; aerodrome operator responsibilities including emergency planning and the provision of a rescue and fire



fighting service; establishing and maintaining a safety management system; contracted activities; coordination with other organisations; and the aerodrome manual.

Annex IV(Part-OPS) covers the operations requirements for aerodromes – these are the rules with which an aerodrome operator must comply when operating an aerodrome. This includes rules on aerodrome maintenance, emergency planning and airport rescue and fire fighting service provision.

At the time of issue: EASA Executive Director (ED) Decision 2014/012/R provides Acceptable Means of Compliance (AMC) and Guidance Material (GM)) which underpin the Implementing Rules. This is referred to as “soft law” in so far that compliance with AMCs and GM is non-binding, and alternative means of compliance may be accepted by the Competent Authority provided an equivalent level of safety is demonstrated. ED Decision 2017/021/R provides for Certification Specifications and Guidance Material for Aerodrome Design (CS-ADR-DSN). Commission Regulation (EU) No 73/2010 of 26 January 2010 provides requirements on the quality of aeronautical data and aeronautical information for the single European sky. The scope of this regulation includes aerodromes and it is implicitly referenced in Commission Regulation (EU) 139/2014. Regulation EU376/2014 provides for mandatory and voluntary occurrence reporting. Commission Implementing Regulation (EU) 2015/1018 lays down a list classifying occurrences in civil aviation to be mandatorily reported A.3.2.2 Requirement to establish and maintain an Aerodrome Manual (ADR.OR.E.005 &

ADR.OR.E.010)

An overview of the contents of the Aerodrome Manual is here. Sub-part E of Annex III to EU No 139/2014 requires that an Aerodrome Manual is established and maintained; ED 2014/012/R provides AMCs and GM to enable compliance with the Implementing Rules as follows: AMC1 ADR.OR.E.005 Aerodrome manual provides a general overview of the scope of the manual, its format and distribution, and how it should be maintained. It provides that the aerodrome manual may contain parts of, or refer to other controlled documents which are available at the aerodrome for use by its personnel. AMC2 ADR.OR.E.005(i)(2) Aerodrome manual Provides for the manual to be in the language of those who use it. AMC3 ADR.OR.E.005 Aerodrome manual provides for the detail of what is to be contained in the manual. It is separated into five parts A through to E as follows.

Part A: General; (providing for administration and control of the aerodrome manual), Part B: Aerodrome management system, qualification and training requirements

Part C: Particulars of the aerodrome site Part D: Particulars of the aerodrome required to be reported to the aeronautical information service

and Part E: particulars of operating procedures of the aerodrome, its equipment, and safety measures

In addition to the above, the CIAL has chosen to separately describe policy and procedures for ensuring the quality and security of Aeronautical Data and Aeronautical Information in Part F of the Aerodrome Manual.



A.3.2.3 Aerodrome Certificate

The Aerodrome Certificate is contained in Part C of this Manual. Article 2 of EU No 139/2014 provides for the Certification Basis and Operation of the Aerodrome, set out in terms of the respective requirements on the Competent Authority (CAA; Annex II) and the Aerodrome Operator (Annexes III & IV). ADR.AR.C.020 Certification basis (Annex II EU No 139/2014 ) provides for the CAA to notify the Aerodrome of the terms it holds the certificate (the “Certification Basis”) including any special conditions which apply. ADR.AR.C.035 Issuance of certificates sets out that the CAA shall issue an Aerodrome Certificate when the aerodrome operator has demonstrated to their satisfaction compliance with ADR.OR.B.025 Certification obligations of aerodromes and aerodrome operators and ADR.OR.E.005 Aerodrome manual. ADR.OR.B.050 Continuing compliance with the Agency’s certification specifications places an ongoing requirement for CIAL to maintain compliance with amended EASA certification specifications.

A.3.3 Conditions of use of the aerodrome by its users

Cardiff International Airport Limited is certificated for public use. The aerodrome is available to all persons on equal terms and conditions. The current “Charges and Conditions of Use” document requires that users comply with instructions, orders or directions published from time to time by the Airport.

A.3.4 Facilitation of audits and inspections by the Competent Authority, and

implementing findings (ADR.OR.C.015, ADR.OR.C.20, and ADR.OR.C.25)

A description of the obligations of the CIAL; rights of the Competent Authority and guidance to staff on how to facilitate audits/inspections by the Competent Authority’s personnel is set out in Part B of this Manual (here).



A.4 Exemptions or derogations from the applicable requirements, cases of

equivalent level of safety, special conditions and limitations

A.4.1 Certification Basis Document

A Certification Basis document has been completed and submitted to the CAA as part of Cardiff Airport’s transition to the EASA certificate.

A.4.2 Equivalent Level of Safety (ELoS)

Cardiff Airport has no ELoS’s.

A.4.3 Alternative Means of Compliance

CIAL adopts UK-AltMoC1 ADR.OPS.B.005 (c) Emergency Exercises as an alternative to the method of testing outlined in AMC1 ADR.OPS.B.005(c). See Part E of this Manual where this is fully described.

A.4.4 Special Conditions

A number of Special Conditions have been submitted to the CAA as part of the EASA transition documentation; the list is held by the Head of Airfield Operations and is available upon request.

A.4.5 Deviation Acceptance & Action Document (DAAD)

A Deviation Acceptance & Action Document (DAAD) is maintained and has been submitted to the CAA. Within this CIAL identifies deviations from the Certification Basis which existed prior to 6 March 2014 and which may be rectified when a suitable opportunity arises, if practicable and appropriate to do so as the case may be. The list of DAAD’s is held by the Head of Airfield Operations and is available upon request.

CIAL Aerodrome Manual - Part B


Part B Aerodrome Safety Management Manual Incorporating Aerodrome Management System, qualification and training requirements

B.1 Introduction and structure This Part of the Aerodrome Manual provides a Safety Management Manual, incorporated within Aerodrome Manual (ref GM1 ADR.OR.D.005(c)). It has been drafted taking into account the requirements of AMC2 to ADR.OR.D.005, and also the CAA’s CAP795 Safety Management Systems (SMS) guidance for organisations. Return to Part A here.

B.1.1 Scope of the SMS Manual

The scope of the SMS Manual is to set out CIAL’s Safety Policy and Objectives;

establishing safety policies and objectives;

establishing roles and responsibilities of key safety personnel in managing safety;

establishing safety committee structures to coordinate safety risk management, safety assurance and safety promotion;

documentation control procedures; Safety Risk Management

safety assessment process, including hazard identification and risk management schemes;

monitoring of implementation and effectiveness of safety actions, and risk mitigation measures;

Safety Assurance

safety performance monitoring activities;

safety reporting (including hazard reporting) and investigation;

coordination of emergency response planning;

management of change (including organisational changes with regard to safety responsibilities);

Safety promotion

training and maintenance of competency

safety management system outputs – a “just” culture with continuous improvement of the SMS.

and Management of other key Aerodrome activities which impact on safety, including;

procedures for facilitating Audits by the Competent Authority and reporting on incidents and accidents

procedures for the prevention of Fire at the Aerodrome

procedures in relation to use of alcohol and psychoactive substances

methods and procedures for the recording of aircraft movements



B.1.2 The wider SMS - relationship of the Aerodrome Manual with other associated

documentation

B.1.2.1 Supplementary information to the Aerodrome Manual

The CIAL Aerodrome Manual is supported by the following SMS documents as follows: Aerodrome Manual Supplements – these are amendments to the Aerodrome Manual which are of specific duration. Detailed Airport Procedures held on the CIAL group drives and extranet comprising other plans and information, Airport Operational Safety Instructions etc, including:

The Fire Service Manual

The Airport Emergency Plan

The annual CAP1732 survey

The Winter Operations Plan

Wildlife Hazard Management Plan

Aircraft Recovery Plan

The above information, and particularly Operational Safety Instructions and EGFF NOTAMs must be checked prior to relying on any of the information within the Aerodrome Manual. B.1.2.2 Alignment of CIAL and NATS documentation

The Safety Committee structures ensure that SMS documentation administered by CIAL and NATS is aligned with the Aerodrome Manual.



B.2 Safety Policy and Objectives

B.2.1 Aerodrome Safety Policy Statement

This is signed by the Accountable Manager (see below) and is placed within Part A of the Aerodrome Manual. It has been developed with reference to the following ED Decision 2014/012/R references AMC1 ADR.OR.D.005(b)(2) Management System, Safety Policy GM1 ADR.OR.D.005(b)(2) Management System, Safety Policy AMC1 ADR.OR.D.005(b)(9) Management System, Safety Communication

B.3 Organisational Structure and Safety accountabilities (including names,

authorities and responsibilities of management and nominated persons).

B.3.1 Management commitment and responsibility;

B.3.1.1 Accountable Manager (AMC1 ADR.OR.D.015(a))

The accountable manager is the Director of Operations (Ceri Mashlan).

The Accountable Manager is pivotal in the implementation and management of the Airport's Safety Management System. They are accountable for the safety standards required by all the appropriate regulatory authorities. This role has

a) Corporate authority for ensuring all activities can be financed and carried out to the required standard; b) Full authority for ensuring adequate staffing levels; c) Direct responsibility for the conduct of the organisation’s affairs;

d) Final accountability for all safety issues e) Ensuring that Cardiff Airport’s safety policy and management systems are produced, kept up to date and meet corporate policy standards f) Ensuring compliance with all safety related legislation applicable to the management of the aerodrome and airport facilities g) Ensuring that Cardiff Airport’s safety improvement objectives are set and implemented h) Ensuring that full consideration is given to the safety integrity of changes in Cardiff Airport’s organisational structure and business processes

The Accountable Manager is responsible for:

Championing the Policy and Strategy of Cardiff Airport’s Safety Management System.

Taking a leading role in Cardiff Airport’s Safety Programme and ensuring that safety never becomes subordinate to financial matters.

Ensuring the Airport’s Business Plan is sufficiently resourced to achieve compliance with Cardiff Airport’s safety policy and safety management system.



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

The Accountable Manager chairs the Safety Review Board

B.3.1.2 General roles of Senior Management

The Senior Management at CIAL: -

a) are fully involved with the ongoing application and development of the current safety policy, which is endorsed and actively supported by the Accountable Manager; b) continuously promote the safety policy to all staff and demonstrate their commitment to it; c) specify and allocate necessary human and financial resources;

and

d) establish safety objectives and performance standards for the organisation. In particular, Key Performance Indicators (KPIs) have been established that monitor and measure the safety performance of the organisation and the effectiveness of the SMS.

B.3.1.3 Safety Manager (AMC1 ADR.OR.D.015(c))

The Safety Manager is the Head of Airfield Operations (Rob Elias). This role acts as the focal point and is responsible for the development, administration, maintenance and promotion of an effective safety management system. Accountability for the SMS rests with the Accountable Manager and not the safety manager. The Safety Manager carries out the following functions:

Responsible to the Accountable Manager for all safety issues within the EASA Aerodrome.

Management of the SMS implementation on behalf of the Accountable Manager; facilitating the risk management process including hazard identification, risk assessment and risk mitigation;

monitoring of corrective actions to ensure their accomplishment;

providing periodic reports on safety performance;

maintaining safety management documentation;

ensure that there is safety management training available and that it meets acceptable standards;

provide advice on safety matters;

initiate and participate in occurrence / accident investigations;

to collate, understand and disseminate information from other similar organisations, the regulator and contracted organisations.

Main contact with internal and external business partners to answer safety related enquiries.

Main contact for safety related aviation regulatory authorities.

Key contact for knowledge and understanding of the regulatory documents that prescribe relevant aerodrome safety standards.

Key contact for knowledge and understanding of the requirements for competence of aerodrome management personnel.

The Safety Manager chairs the Airside Safety Committee. The Safety Manager jointly chairs the Local Runway Safety Team and the Flight Operations Performance Committee with NATS personnel.



B.3.2 Aerodrome organisation

The organogram below shows the organisational structure in place at CIAL.



B.3.2.1 Delegations of authority (AMC1 ADR.OR.D.015(b))

Director of Operations (Ceri Mashlan; EASA “Accountable Manager”) The Accountable Manager’s role is to instil safety as a core organisational value, and to ensure that the safety management system is properly implemented and maintained through the allocation of resources and tasks. Below the Chief Executive Officer level there are three operational “Responsibility Levels”. Responsibility Level 1: This is invested in the Director of Operations (DOO, Ceri Mashlan) as the official in charge of day to day operations. She ensures that agreed principles are incorporated into policy and for overseeing the implementation through all other levels on a day to day basis. The Director of Operations, will however, defer to the Head of Airfield Operations (Rob Elias) in matters of operational safety, and/or those affecting the maintenance of the EASA Certificate. Responsibility Level 2: Heads of Section 1. Head of Airfield Operations (EASA Safety Manager) 2. Head of Airport Facilities Responsibility Level 3: This is delegated through the management structure of the airport to all forms of supervision, so that safety accountability is based on a 24-hour basis. In core working hours:

Airfield Operations Manager

Fire and Rescue Manager

General Manager ATC (NATS) Outside of core working hours

On call Duty Manager (rostered from the Airport Management Team; and will be first point of contact, out of core working hours, for the Airport Duty Manager)

Duty Teams CIAL Out of core working hours, the safety accountability and compliance of the requirements of Senior Management is devolved to:

Airport Duty Managers

AFS Duty Station Managers Contracted Services

ATC Watch Manager or Senior Controller on Duty (NATS); in the event of any unusual situation then the General Manager ATC will be contacted).

Where delegation from the above is required as a result of staff absence or incapacity, the Director of Operations will normally agree the responsibilities with the staff concerned. In the absence of the Director of Operations, the Head of Airfield Operations will assume the DOO responsibilities at Level 1, supported by those identified at Level 2.



B.3.3 Airport Senior Management Team – roles and responsibilities

B.3.3.1 Director of Operations (DOO) – Ceri Mashlan

The DOO reports to the Chief Executive Officer and is the Senior Manager accountable for the safe and efficient operation of all airport facilities. The DOO has overall accountability for passengers, visitors, tenants and Cardiff Airport employees. The DOO is the person ultimately accountable for safety and for the direction and control of all Airport Operations and related Safety Management Systems ensuring that they operate in an effective and efficient way, which satisfies all legislative and statutory requirements. The DOO fulfils the role of ‘Accountable Manager’ at Cardiff Airport for the purpose of EASA AMC1 ADR.OR.D.015(a). Safety Accountabilities

Ensuring the Airport’s business plans for the operational functions are sufficiently resourced to achieve compliance with the Cardiff Airport Aerodrome Safety Policy and Safety Management System.

Ensure that proper liaison takes place on the activities of the Police, Special Branch and Armed Forces in so far as their shared risk activities fall within the purview of the Chief Executive Officer.

Safety responsibilities

Taking a leadership role in Cardiff Airport’s and the Operational departments’ Safety Programme including chairing the Airport Operations Safety Review Board and the provision of systems which ensure that safety never becomes subordinate to financial matters.

Appoint safety conscious direct reports and monitoring their performance.

Championing safety at the Cardiff Airport Board and providing leadership of the Safety Management System.



B.3.4 Aerodrome Operations Management Team

B.3.4.1 Head of Airfield Operations – Rob Elias

The Head of Airfield Operations is the Senior Officer in charge of the Airside Operation, and is accountable to the Director of Operations for the safe management of the airfield services and systems provided and operated by Cardiff Airport. Responsibility for meeting the requirements of the EASA Aerodrome Certificate rests with this post including oversight of specific contracted services where they affect the maintenance of the Certificate. For the purposes of the Aerodrome SMS, the Head of Airfield Operations fulfils the ‘Safety Manager’ role as described in the ICAO Safety Management Manual Doc 9589 and in accordance with AMC1 ADR.OR.D.015(c) Personnel requirements, §(d), with regular direct contact to the Accountable Manager. For the purposes of the Aerodrome SMS, the Head of Airfield Operations is also the Manager responsible for Compliance Monitoring in accordance with AMC1 ADR.OR.D.015(c) and AMC2 ADR.OR.D.005(b)(11) Management system §(a)(2). Safety Accountabilities

Ensuring that safety is given the highest priority within training and development plans.

Ensure all Airside Operations staff are appropriately trained and competent in undertaking all aspects of their duties.

Ensure safety and serviceable condition of runways, taxiways, aprons and other facilities.

Oversight of the Aerodrome Safeguarding function including any on-site Aerodrome Development within the CAP791 process.

Establishing and maintaining a system of airfield inspections and compliance audits to ensure continuing high standards of safety.

Preparation and submission of on-aerodrome developments to the CAA and operational assessment of aerodrome safeguarding issues in conjunction with the Airfield Operations Manager.

Ensure effective communication on all airfield issues with airfield users.

Ensuring that safety improvement objectives are set for Airside Operations.

Oversight of specific contracted services where they affect the maintenance of the EASA Aerodrome Certificate.

Safety Responsibilities

Responsible for establishing independent compliance monitoring in accordance with EASA AMC1.ADR.OR.D.005(b)(11)

Managing staff and resources to ensure compliance with, and maintenance of, airside safety standards and recommended practices in accordance with the requirements of the Aerodrome Certificate and EASA AMCs and GM, guided by CAP 642.

To provide regular updates to the Safety Review Board on the Airport’s compliance monitoring programme.

Preparation of applications for Aerodrome Development and Airspace Change.

Co-ordinate action on safety legislation and regulatory issues affecting the aerodrome.

Liaise with NATS on the provision of Air Traffic Control (ATC) to achieve a safe, orderly flow of aircraft in the air and on the ground.

Analysis of the annual obstacle survey, in accordance with the requirements of CAP1732, and following assessment, organising the removal and/or treatment of obstacles as required including publication in the AIP.

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



B.3.4.2 Reporting lines to the Head of Airfield Operations

B.3.4.3 Airfield Operations Manager – Debs Stephens

Reporting to the Head of Airfield Operations, the Airfield Operations Manager (AOM) manages the Airfield Operations Officer, Airside Safety & Training Officer and Airside Compliance, Deputy Training and Compliance Planning Officer. The AOM supports the Head of Airfield Operations and deputises for them in their absence. Responsibility for the implementation of airside operational policies and procedures necessary to manage the airside environment in a co-ordinated and safe manner rests with this post. Safety Accountabilities

Ensuring that Airfield Operations policies, standards, procedures and practice contribute to the success of Cardiff Airport’s Safety Management System.

Ensure sufficient staff resources, materials and equipment is available to maintain airside safety standards.

Ensure effective communication on all safety related issues with airside users.

Ensure that procedures carried out by Airside Operations are audited, assessed and the risks associated with the procedures are identified and minimised.

Ensuring that Airfield Operations policies, standards, procedures and practices contribute to the success of Cardiff Airport’s Safety Management System.

Ensure delivery of the aerodrome oversight audit programme for third parties. Safety responsibilities

Monitoring of the implementation and effectiveness of safety actions and risk mitigation measures;

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

Investigate and review all airside incidents and accidents ensuring that feedback is made available to all relevant parties;

Responsible for ensuring that policies, standards and procedures contribute positively to the safe operation of the airport and incorporate industry best practice;

Responsible for the oversight of the Emergency Planning function including the preparation of major and interim exercises to regularly test the effectiveness of the procedures.

Head of Airfield Operations

Rob Elias

ATC GM (NATS)

Aidan Cottee


Debs Stephens

Airside Compliance, Deputy Training &

Contingency Planning Officer

Airside Safety & Training Officer

Airfield Operations Officer

Airfield Technicians x2

Fire & Rescue

Ray Imperato

Duty Fire Team



Responsible for the delivery of the Winter Operations Plan in conjunction with other Airfield Managers.

Responsible for the Aerodrome Manual and coordinating updates to the EGFF UK AIP entry with NATS.

Establishing and maintaining systems for inspection, audit and compliance monitoring to ensure continuing high standards of safety including the effective monitoring of third parties operating on the Aerodrome (see GM2 to ADR.OR.D.025 Coordination with other organisations);

B.3.5 Airside Compliance, Deputy Training and Contingency Planning Officer, Airside

Safety and Training Officer, Airfield Operations Officer, and Airfield Technician

roles

B.3.5.1 Airside Compliance, Deputy Training and Contingency Planning Officer (ACDTCPO)

The Airside Compliance, Deputy Training and Contingency Planning Officer (ACDTCPO) reports to the AOM and assists the AOM in managing compliance within the scope of the EASA Aerodrome Certificate by means of auditing and monitoring of activities. The (ACDTCPO) undertakes compliance auditing of all third party airside users, and supports the implementation of the airport’s Safety Management System. The ACDTCPO ensures that aerodrome procedures, practices and activities are in accordance with relevant aerodrome license requirements, CAA/EASA publications (mandatory and advisory) HSE, and ICAO policy documentation. The ACDTCPO is the lead for emergency response planning and delivery, linking in with the Local Resilience Forum, to ensure all plans for Cardiff Airport are tested and meet the requirements of EASA. The ACDTCPO also assists the Airside Safety and Training Officer with the training of all CWL staff, third parties and concessionaires in various airside disciplines, including Airside Safety, Ramp Safety and Airfield/Apron driving and the associated issue of driver permits as required. The ACDTCPO has a key role in supporting the AOM and Head of Airfield Operations in driving cultural change within the airside community to enable a step change in airside compliance, training and safety. Safety Responsibilities

To perform and control, turnaround/subject related safety inspections, full annual/bi-annual audit inspections, in line with the airport’ Safety Management System and relevant Airport Operational Safety Instructions.

Conduct observations of aircraft movements and turnarounds to ensure safe practices are being adopted by all parties in order to maintain operational standards. This may include observing audits carried out by the Airport Duty Managers.

Report on operational effectiveness and compliance with all applicable directives and regulations. Determine audit scope and develop annual plans with the AOM. Ensure the maintenance of compliance with the aerodrome procedures, practices and activities in accordance with relevant aerodrome certification requirements.

Assist the Airside Safety and Training Officer with the organisation and training for airfield driver permits, ramp safety, RFT and airfield familiarisation in compliance with CAP 790. This will include both initial and refresher training activities.

Assist the Airside Safety and Training Officer with the administration, recording and issuing of DfT mandated vehicle permits for any vehicles operating airside.

Responsible for delivering the Emergency Planning function including the preparation of major and interim exercises to regularly test the effectiveness of the procedures.

To assist in the implementation of the aerodrome’s winter operations policy, procedures and provide support during winter operations. To provide support in the development and delivery of Winter Operations Training.



B.3.5.2 Airside Safety and Training Officer (ASTO)

The ASTO reports to the AOM and plays an integral role in ensuring that all airside operations are conducted in a safe manner and in compliance with required standards in accordance with the Aerodrome Certificate. The ASTO ensures that aerodrome procedures, practices and activities are in accordance with relevant aerodrome license requirements, CAA/EASA publications (mandatory and advisory) HSE, and ICAO policy documentation. The role is responsible for the processing, investigation, actioning and administration of all airside safety reports. The role assists the AOM in managing airside safety across the airside area of operations and participates in the design, preparation and delivery of airside operations training. The ASTO has a key role in supporting the AOM and Head of Airfield Operations in driving cultural change within the airside community to enable a step change in airside safety and training. Safety Responsibilities

Conduct, and/or where necessary, support the AOM with, incident investigations in relation to airside near misses, incidents or accidents. Monitor trends, collate data and produce statistics and summary reports from the above in support of airside safety meetings.

Conduct, and/or where necessary, support the AOM with, Risk Assessment related activities, including the development and/or production of associated documentation.

Produce and distribute Airside Safety Bulletins to raise and/or maintain awareness of airside safety matters, including those in relation to airside Projects and/or work in progress.

Maintain the Airside Operations Health and Safety documents, working with the other members of the Airfield Operations Team to review, update and, where necessary, develop relevant airside Health and Safety documentation.

Conduct observations of aircraft movements and turn rounds to ensure safe practices are being adopted by all parties in order to maintain operational standards. This may include observing audits carried out by the Airport Duty Managers.

To deliver the Airside Driver Training and Radiotelephony courses for both internal and external candidates and assist in the oversight of the issuing and renewal of the Airside Driver Permit Scheme.

Be responsible for the administration, recording and issuing of DfT mandated vehicle permits for any vehicles operating airside.

To deliver Passenger Boarding Bridge (PBB) training to Handling Agent trainers, audit their delivery and assist in the oversight of the issuing and renewal of the PBB operator permits.

Escort and/or familiarise outside agencies conducting visits or tasks in the airside environment and/or the surrounding areas.

Hold regular meetings with AOM and HAO to discuss and agree training demands and standards. Timely production of monthly report for HAO and AOM on training delivered and performance.

Identify future training needs and development requirements, ensure timely promulgation of course dates to the airport community.

Keep training documentation up to date and current in accordance with changes of legislation and policy. To use initiative in developing training packages, seeking ideas and suggestions from available sources. Ensure training documents contain only current procedures.

Develop close relationships with airport community, training and compliance, airfield operations, airfield policy and safety teams to ensure standardised delivery of training and delivery is to a high standard.

Act as secretary, and where necessary plan and coordinate, internal and external airside/airfield operations related meetings.

Ensure any airside specific items or reports raised through various safety forums, audits and Sarms reporting are appropriately allocated, tracked and actioned.

Provide airside specialist input and support to any special events and emergency exercises; ensuring the safe conduct of operations both prior to and during any event will be of paramount importance.



B.3.5.3 Airfield Operations Officer – Richard Bailey

The Airfield Operations Officer (AOO) reports to the AOM and is responsible for managing bird hazard within the 13km radius of the airport to comply with CAP 772. The AOO is responsible for the maintenance of the bird deterrent habitat on the airfield and surrounding areas including managing and co-ordinating the annual bottoming out cuts of the aerodrome grassed areas. The post holder provides technical advice and support to the Airfield Operations Manager (AOM) on the general care and maintenance of the operational areas of the aerodrome. Note that the operational wildlife hazard control is performed by the BCU function in the AFS. Safety Responsibilities

To ensure monitoring of areas within 13k radius of airfield to establish bird activity and assess the impact on the safety of aircraft.

To constantly review and establish locations of large numbers of birds or any attractions to birds and deal with any problems as necessary.

To provide reports to the AOM of developments on/off airfield of Canada geese activity and sightings over airfield.

To ensure that all confirmed/unconfirmed bird strike figures are recorded and relevant documentation sent to the CAA.

To despatch birds, birds nests and Canada geese when necessary to reduce risks to aircraft.

To liaise with farmers/landowners to gain access to farmland to monitor bird and particularly Canada geese activity and to gather information concerning their movements.

To ensure standards are maintained by AFS Bird Control Unit (BCU) operators and general monitoring of BCU operation including audit of logbooks.

To advise AFS Station Officers of any potential BCU problems and ways to reduce the risks.

To carry out pesticide applications in accordance with Government Regulations, to gain professional advice and source the required chemicals and keep records.

To carry out first line maintenance of vehicles and equipment used in the maintenance of the airfield, including daily checks on snow equipment and arranging the rectification of any faults found.

To liaise closely with NATS on a daily basis to ensure an efficient working plan is achieved.

To be on call to assist in co-ordinating and implementing the winter operations plan, including applications of anti-icing product to airside areas.

To provide training to the AFS on the use of snow clearing equipment.

To maintain the fire training ground reed bed and off road driving course for AFS use.

To oversee the annual weed control in all airport car parks, co-ordinating with relevant parties, ensuring works are carried out at appropriate times and in a safe manner.

To be available for special events; duties to include bussing, escorting and assisting where required.

B.3.5.4 Airfield Operations Technicians

Two Airfield Operations Technicians (AOT) report to the Airfield Operations Manager, through the Airfield Operations Officer (AOO) and are responsible for assisting the AOO in the effective



management of the aerodrome operational environment to permit Cardiff Airport to operate safely and to fulfil its statutory obligations. The AOTs assist in the maintenance of the Bird deterrent habitat on the airfield and surrounding areas. This includes high standards of husbandry on the runway, taxiways, maintenance areas and aprons. Grassed areas shall be maintained to comply with the long grass policy at Cardiff Airport. Safety Responsibilities

To have a close liaison with the Airport Bird Control Unit (AFS) and advise of any bird attractants on or near the airfield.

To carry out pesticide applications in accordance with government regulations.

To keep adequate and regulatory records of pesticide applications, de-icer applications and stock records.

To carry out first line maintenance of vehicles and equipment used in the maintenance of the airfield, this also includes, daily checks on snow equipment and arranging the rectification of any faults found.

To liaise closely with NATS on a daily basis, to ensure that an efficient working plan is achieved.

To be on call, to assist in implementing the winter operations plan, including applications of anti-icing fluids to all airside areas.



B.3.6 Airport Fire Service

The Airport Fire Service is responsible for the provision of RFFS to the published category and ensuring that all resources identified are available for immediate deployment at all times. In addition, they are responsible for: Within the CAT 7 running level

Aerodrome Surface inspections

Dedicated Bird Control Officer (operational bird dispersal and use of firearms) Staff resource for

Inter-operability with co-responders to Emergencies including external services

Supporting the snow clearance effort and training of staff on airport snow clearance equipment

Resource and equipment for aircraft recovery (in conjunction with Airfield Operations and MT)

Further Fire Service Personnel Accountabilities are described in the Fire and Rescue Safety Management Manual

B.3.6.1 Airfield Operations responsibilities covered within CIAL Airport Fire Service

manning level

The AFS Duty Team are responsible for ensuring the safety and availability of the airfield on a 24-hour basis. The specific operational functions undertaken by the section are:

Movement area inspections

Monitoring of Work in Progress against approved works permits issued by the CIAL

The monitoring of Visual Aids to Navigation

Snow Clearance and inclement weather procedures

Assessment of Runway Friction; including Use of Griptester in accordance with LOP3.3

Wildlife Hazard Control

Monitoring compliance of third parties operating on the Aerodrome in accordance with EASA and UK CAA requirements, HSE documents and Cardiff Operational Safety Instructions.



B.3.6.2 Fire and Rescue Manager – Ray Imperato

The Fire and Rescue Manager (FRM) is responsible to the Head of Airfield Operations for the provision of the day to day operations of the RFFS and assisting the Airfield Operations Manager with delivery of the Emergency Planning function. Safety Accountabilities The FRM will manage staff and resources to ensure compliance with, and maintenance of, airside safety standards and recommended practices in accordance with the Cardiff Airport Aerodrome Certificate, Airport Fire Service Standards, CAP 699, CAP1168, CAP 748, Cardiff Airport Safety Handbook, Cardiff Airport Fire Service Instructions, Operational Safety Instructions and the Health & Safety at Work Act 1974.

To ensure adequate systems and facilities are available so that all Fire Service personnel receive comprehensive training in conformity to CAP 1168 and CAP 699 and to ensure the Training Manager has all the resources readily available to manage the training program.

To ensure safety procedures are set, promulgated and reviewed within CWL F&RL to a level commensurate with those specific risks identified and agreed with the CIAL management where appropriate, and that adequate resource are introduced/available to a level appropriate to ensure this.

To oversee Occupational Health systems, policy and procedures and ensure these are managed so that all personnel meet the required operational medical standards.

Ensure the Introduction and continual maintenance of a system of reporting and record keeping which readily identifies standards of safety and competency and through monitoring and reviewing overcome any areas of deficiency found.

Safety responsibilities The Fire and Rescue Manager (FRM) is responsible for the Management and overall efficiency of the Fire Service and also the delivery of a compliant RFFS function to the published standard for the Airport in accordance with EASA Certification Requirements. The FRM reports to the Head of Airfield Operations.

Assists the Airfield Operations Manager with delivering the Emergency Planning function including the preparation of major and interim exercises to regularly test the effectiveness of the procedures.

Determine, communicate and ensure that clearly defined role accountabilities are both understood and adhered to by all personnel.

Ensure that the company's safety culture is communicated and understood by all CWL F&R personnel.

Support the Head of Airfield Operations in reviewing accidents/incidents and make recommendations on remedial action where appropriate to prevent recurrence.

Responsible for maintaining the Fire Service Manual.



B.3.7 Facilities Management

B.3.7.1 EASA IRs relating to maintenance

ADR.OPS.C.005 General requires that the aerodrome operator shall establish and implement a maintenance programme, including preventive maintenance where appropriate, to maintain aerodrome facilities so that they comply with the essential requirements set in Annex Va to the Basic Regulation. ADR.OPS.C.010 Pavements, other ground surfaces and drainage requires that the Aerodrome Operator establishes an inspection process to inform preventative and corrective maintenance, and, at part (b) that

The aerodrome operator shall: (1) maintain the surfaces of all movement areas with the objective of avoiding and eliminating any loose object/debris that might cause damage to aircraft or impair the operation of aircraft systems; (2) maintain the surface of runways, taxiways and aprons in order to prevent the formation of harmful irregularities; (3) take corrective maintenance action when the friction characteristics for either the entire runway or a portion thereof, when uncontaminated, are below a minimum friction level. The frequency of these measurements shall be sufficient to determine the trend of the surface friction characteristics of the runway.

ADR.OPS.C.015 Visual aids and electrical systems provides that the aerodrome operator shall establish and ensure the implementation of a system of corrective and preventive maintenance of visual aids and electrical systems to ensure lighting and marking system availability, reliability and compliance. B.3.7.2 Facilities Management Team

The Cardiff Airport Facilities Management Team reports through the Head of Airport Facilities and is responsible for maintaining the Airfield as directed by the Airfield Management Team, and for carrying out the rectification of any faults reported by the AFS and other users. In addition, the Facilities Management Team is responsible for:

Planning, co-ordination and scheduling of all planned and reactive airfield maintenance that falls within the scope of the Team.

Responsible for the completion of all airside maintenance activities including the supervision of third party contractors where appropriate.



B.3.7.3 Head of Airport Facilities (Robert Hammacott)

The Head of Airport Facilities is the senior manager responsible to the Director of Operations to ensure the operational maintenance and facilities services are provided in a safe and efficient operation at Cardiff Airport. Safety Accountabilities

Ensure safe systems of work are established and followed for CIAL and third parties, including compliance with H&S and CAA requirements and overseeing works permits;

Ensure all employees in the department have suitable and sufficient training for the tasks they are required to undertake;

Promote a ‘just’ H&S culture in his/her area of responsibility;

Ensure delivery scope for all project stages meets all regulatory requirements (Design, Construction and Operation) as directed by the Head of Airfield Operations, or in compliance with CAA CAP791 (or other) approvals.

Safety responsibilities

Establish a programme of preventative and corrective maintenance to meet the requirements of ADR.OPS.C.005, ADR.OPS.C.010 and ADR.OPS.C.015

Establish a maintenance programme to ensure maintenance of AGL systems to certification standards set out in EASA CS ADR-DSN.M Visual Aids for Navigation and EASA CS ADR-DSN.S Electrical Systems, including undertaking inspections in accordance with the Guidance Material in CAP1168.

To manage the Facilities Maintenance Team ensuring maintenance, repairs and civil works on the airfield are undertaken in a safe and responsible manner in accordance with EASA and other H&S and applicable legislation.

Responsible for the prioritisation and scheduling of works identified through the Airfield Operations 3-Tier inspection process and for organising sufficient resource to ensure reactive and corrective maintenance is completed as soon as practicable

To be the senior manager within the organisation responsible for the control of contractors working on Airport property in order to ensure the Airport fulfils its duty of care requirements in line with the Health and Safety at Work act.

To be the senior manager within the organisation responsible for the technical supervision of the Airport’s capital projects to ensure the proactive management of asset maintenance and replacement programmes.

Conduct risk assessments and safety inspections as required in area of responsibility; facilitate risk assessments and audits conducted by others.

Management & co-ordination of external contractors and 3rd parties undertaking maintenance works for Cardiff Airport on airside areas

Ensure funding approvals to enable scheduled maintenance are in place;

Planning and delivery of a safe programme of annual runway maintenance

To support the other Heads of Departments in the completion of their technical, safety and compliance related audits.



B.3.8 Motor Transport

CIAL does not maintain a separate Motor Transport (MT) function. Swissport provide a Motor Transport Service under contract which provides for the servicing and maintenance of CIAL vehicles. The Airfield Operations Technician is responsible for first line maintenance of vehicles and equipment used in the maintenance of the airfield, this also includes daily checks on snow equipment and arranging the rectification of any faults found. Other specialist maintenance of vehicles and equipment is coordinated within teams as required.

B.3.9 Health and Safety

B.3.9.1 Head of Quality, Safety, Health and Environment (Jason Coleman)

This role is responsible for administering Company Quality, Safety, Health and Environmental (QSHE) policies, advising on, and driving company QSHE Performance. This role also has responsibility for fire safety within the CIAL passenger terminal and for notifying the HSE in respect of reportable incidents and accidents.

B.3.10 Airport Security

Airport Security is responsible for the managing the Aerodrome Boundary fence and access through it and to the Critical and Airside Parts within. Checks within the Critical Part are carried out daily by the Security Mobile patrol. The AFS also undertakes weekly checks of the Crash Gates and maintains a continuous presence on the airfield. Security Control is responsible for alerting in relation to Airside Accidents / Incidents including the call-in of responders using the MissionMode Alerting System. The specific operational functions undertaken by the section are:

Alerting of Aircraft Emergencies in accordance with the Emergency Orders (actual incident response coordination is undertaken by the MACC as and when established)

Initiating Cardiff Airport responders;

Initial access control in the event of an incident; escorting duties thereafter.

B.3.11 Air Navigation Service Provider (NATS)

The Air Navigation Service provider at Cardiff Airport is NATS. NATS has been certificated by the UK CAA (EU1035/2011) to provide Air Navigation Services (ANS), Communication Navigation and Surveillance (CNS), and Meteorological Services at Cardiff Airport. B.3.11.1 General Manager Air Traffic Control (NATS)

The NATS General Manager ATC has a Safety Management System reporting line to the CIAL Head of Airfield Operations. Documentation relating to NATS Management Safety accountabilities is contained within the NATS Safety Management manual. NATS’ Operational procedures are contained in the NATS Cardiff Airport Manual of Air Traffic Services Part 2 (hereafter “MATS Part 2”).



B.4 Aerodrome Safety Committees, Local Runway Safety Team and

Emergency Response Planning

B.4.1 Introduction

The CIAL Safety Committee Structure is shown in the organogram below. Thereafter follows a short description of each of the committees, their terms of reference, their membership and the frequency with which they meet.

B.4.2 Safety Review Board (EASA AMC1 ADR.OR.D.005(b)(1) Management system)

The Safety Review Board is chaired by the Accountable Manager. The objective of the Safety Review Board (SRB) is to ensure that the Aerodrome Safety Policy is implemented at all levels within the organisation, to identify and drive forward associated initiatives, review how aerodrome safety is managed and to facilitate improvement where deficiencies are identified. The results of the ongoing independent compliance monitoring audit and progress against any identified actions are presented at this meeting. B.4.2.1 Terms of Reference

Safety Assurance: to ensure that the Aerodrome’s Change Management and Performance Monitoring processes are maintained via consideration of Standing Agenda items.

to set, promote and review the organisation’s Aerodrome Safety Policy.

To monitor the organisation's aerodrome operational safety performance.

To ensure that any necessary corrective action is taken in a timely manner;

To monitor the effectiveness of the organisation's aerodrome safety management system processes

To monitor the effectiveness of the corporate oversight processes which independently validate the organisation's safety performance.

To ensure that appropriate resources are allocated to meet agreed actions which enhance safety performance.

To monitor the effectiveness of safety oversight of sub-contracted operations including ATC.

To ensure that changes are identified and subject to appropriate management of change processes

To pro-actively highlight situations where additional aerodrome safety resource and/or oversight may be required, for example major developments or significant organisational changes.

Horizon Scanning – identifying future business activities and/or projects that have the potential to impact on the operation and require the assessment of aerodrome safety implications.

monitoring of subcontracted organisations and other third parties operating on site such as ground handling agents.

Safety Review Board

NATS Contract Meetings

Airside Safety Committee

Flight Operations Performance Committee (FLOPC)

Local Runway Safety Team

(LRST)

Cardiff Airport Standing Safety

Committee (Emergency

Planning)

Cardiff Airport Emergency

Planning Forum (AEF)

Health and Safety Committee



B.4.2.2 Detailed matters within the scope of this meeting also include

Issuing updates to the Aerodrome Manual or Aerodrome Manual Supplements;

Review of risk register and risk assessments.

Review and testing of current Operational Safety Instructions and Local Operating Procedures.

Review and amend Aeronautical Information Publication (AIP) entries for the Aerodrome.

Consideration / evaluation of new procedures and safety ideas.

Monitoring effectiveness of the Bird Hazard Management Plan and habitat management procedures.

Oversight of the 3-Tier Inspection process including the monitoring of inspections completed.

Review of safety training and staff competency checks.

Evaluation of new regulatory publications (CAPs, NOTALs,) and their impact on existing policies or procedures.

Monitoring to completion of any CAA Certification Audit actions; progress actions identified by the ongoing independent compliance audits.

Identifying need for particular safety surveys; scoping, managing and reviewing results of safety surveys undertaken.

B.4.2.3 Membership of the Safety Review Board

The membership of the SRB includes

Director of Operations (the Accountable Manager, and Chair of the meeting)

Head of Airfield Operations (EASA Safety Manager, and Manager responsible for Compliance Monitoring)


Fire Service Manager

Airside Compliance, Deputy Training and Contingency Planning Officer

Airside Safety & Training Officer

Additionally, the following CIAL staff may be required to attend by the Director of Operations

Financial Director

Head of Quality Safety Health and Environment

Others as required Representatives from ATC, Handling Agents and other 3rd Party organisations may also be requested to attend when policies / procedures under review are directly relevant to their activities. B.4.2.4 Frequency of meetings

The Safety Review Board meets quarterly. B.4.2.5 Convening of Safety Action Group(s) as required (GM1 ADR.OR.D.005(b)(1))

From time to time the Safety Review Board may convene a separate Safety Action Group(s) of defined membership to report to it on specific matters of interest or concern. When this occurs, the formation and terms of reference of the SAG will be recorded in the Notes of the SRB, and in due course, the outcome of its review at completion of the task(s) instructed.



B.4.2.6 Records of meetings

Notes shall be taken at every meeting and distributed to committee members and relevant departments. The members of the SRB shall be appointed by the Chair and may include members who are independent to the functions of individual airport departments so as to achieve the aims of the ICAO Independent safety oversight principles.

B.4.3 Airside Safety Committee

B.4.3.1 Terms of Reference

The aim of the Airside Safety Committee is to promote and maintain airside safety. It is the premier forum for the discussion and resolution of all airside safety issues. The Committee is also to seek ways of identifying hazards and promoting common effective safety management procedures. The Committee will receive and consider briefings on planning issues and provide operational safety advice on medium and long term changes expected in the industry such as the introduction of new aircraft, major equipment and new regulations. It will also provide an interface for the examination and resolution of inter-company safety issues. The Committee is a body of expertise and experience that will provide advice and report to airport management on airside and apron safety matters. In providing this advice, the Committee will consider all aspects of operational safety including the following, which are not in order of priority: The Airside Safety Committee will: a) Receive reports and statistics on accidents, incidents, near-misses and emergencies and advise on trends and solutions. b) Receive reports and statistics on airside discipline issues and advise on trends and solutions. c) Promote identification and reduction of shared risks. d) Promote Standard Operating Procedures for airside activities. e) Disseminate new and updated Operational Safety Instructions. . f) Methods to develop and promote apron safety awareness initiatives, such as poster campaigns and safety presentations/exhibitions. g)Receive reports on significant outages and breakdowns concerning airside fixed facilities. and finally, h) Discuss operational issues and advise on best solutions for

Apron congestion issues

Airside cleanliness issues.

Apron equipment issues.

Airside traffic issues.

Personal protective clothing/equipment issues.

Environment safety matters such as noise, blast and fumes.

Snow and ice clearance issues.

B.4.3.2 Membership of the Airside Committee

The Chairman of the Committee will be the Head of Airfield Operations. Membership is to comprise of key Cardiff Airport Managers, airside operators and agencies across the airport. Individual representatives are to be of a suitably senior level and should preferably be the nominated Safety Manager. The following are invited to be represented: a) Base Airlines b) Handling/ramp agents c) Fuel Company d) Air Traffic Control



e) Aircraft Flight Catering companies f) Aircraft Engineer and servicing companies g) Specialist representatives may be co-opted from time to time at the discretion of the Chairman and the Committee. B.4.3.3 Frequency of meetings

The Committee will hold regular meetings - the frequency being at least every quarter. There will be a full distribution of Minutes of meetings. Any Actions arising from meetings will be annotated in the Minutes and reviewed at the next meeting. The Committee may from time to time establish and nominate specialist Working Groups to consider and report on issues particularly those pertaining to safety.

B.4.4 Flight Operations Performance Committee (FLOPC)

The purpose of the Flight Operations Performance Committee at Cardiff Airport is to promote and maintain a safe environment for aircraft operations on the aerodrome and in the surrounding airspace. B.4.4.1 Terms of Reference of the FLOPC

The Terms of Reference for the Committee are shown below:

Regular appraisal of Flight Safety Systems.

To provide a forum for discussions of Flight Safety Issues.

To monitor day to day safety occurrences.

To consider safety directions, information and incidents pertinent to the Cardiff Airport Operation – e.g. updates to UK-AIP, MORs, CAA Safety Information Notices.

Minutes to be taken at all meetings and distributed to all members.

To report to and take direction from the Safety Review Board B.4.4.2 Membership of the FLOPC

The FLOPC is co-chaired by the Head of Airfield Operations and the General Manager Air Traffic Services. The membership and structure of the Flight Operations Performance Committee should reflect an adequate cross section of all aerodrome and airspace users. The following organisations are eligible to be represented:

Aircraft Operators

Air Traffic Control (NATS)

Cardiff Airport Airfield Operations

BAMC

CWL RFFS

St. Athan Aerodrome

Aeros Flying Club

Signature Flight Handling

Global Trek Aviation B.4.4.3 Frequency of meetings

The Flight Safety Committee meets twice yearly.



B.4.5 Local Runway Safety Team


The Local Runway Safety Team (LRST) is established to look specifically at issues related to runway safety at Cardiff Airport, in particular runway incursion prevention. The LRST is co-chaired by the Head of Airfield Operations and the NATS Manager Operations and Training. The remit of the group includes:

Production and review of a ‘Runway Hotspot Map’ if and when required;

The sharing of lessons learned from Runway Incursions at CWL and other comparable airports, where data is available;

Promotion of best practice in relation to Manoeuvring area driving and RT procedures;

Review of signing and visual aids around the runway;

Consideration of changes to procedures associated with the operation of the Runway. B.4.5.2 Membership of the LRST

The following Organisations / Groups may attend the Local Runway Safety Team:

Cardiff Airport (Aerodrome Operations; Air Traffic Control)

Handling Agents

Airlines B.4.5.3 Frequency of meetings

The LRST meets twice yearly.



B.4.6 Health & Safety Committee

The CIAL Health and Safety Committee is chaired by the Head of Quality Safety and Environment and is responsible for the company’s overall Health Safety and Environment Policy. The meeting is held quarterly.

B.4.7 NATS Contract meetings

These meetings are held monthly and provide for safety compliance and oversight of the contract in place with NATS to provide the ATC Service for CIAL.

B.4.8 Emergency Response Planning (ADR.OPS.B.005)

B.4.8.1 Integration of Emergency Response planning within the CIAL SMS

Emergency Response Planning (ERP) is fully integrated within the SMS by

identifying the responsibility for ERP within the safety accountabilities and job roles

convening regular meetings of the Cardiff Airport Standing Safety Committee (CASSC, see below)

providing for a comprehensive Emergency Plan and Emergency Orders (see below)

undertaking periodic desk top exercises and full-scale emergency exercises. The Emergency Orders are designed to ensure:

a) An orderly and efficient transition from normal to emergency operations; b) Designation of emergency authority and responsibilities; c) Authorisation by key personnel for actions required d) Coordination with other organisations; e) Safe continuation of operations or return to normal operations as soon as practicable.

Emergency Planning Committees are as described below and their relationship to the Emergency Plan are described immediately below and also in Part E.

B.4.9 Cardiff Airport Standing Safety Committee (CASSC)

The purpose of the CASSC is to provide a multi- agency forum to identify best practices and procedures to be incorporated into their agencies and the Airport's Plans. The Committee will also plan and assist in the preparation and presentation of the Airport's Biennial Exercise. B.4.9.1 Statement of Purpose and Objectives

The Statement of Purpose of the CASSC has been agreed as follows: The Cardiff Airport Standing Safety Committee's purpose is to provide a multi-agency forum to identify best practices and procedures to be incorporated into their agencies and the Airport's Plans. The Committee will also plan and assist in the preparation and presentation of the Airport's Emergency Exercise Programme. The objective of the Committee is to direct and oversee the Emergency Planning Function of the Airport in accordance with ED Decision 2014/12 Annex IV Subpart B requirements and the CAA Guidance Material in CAP 1168. It will coordinate the development of appropriate emergency response procedures, plan emergency exercises and promote cooperation and understanding between all the emergency response services.




The Terms of Reference for CASSC are as follows:

To discuss, determine and implement emergency planning arrangements commensurate with the sizes and types of aircraft using Cardiff Airport;

Discuss tactics, liaison, co-operative training and exercise planning

Ensure that comprehensive plans are promulgated setting out the actions to be taken by, and the responsibilities of, all those concerned with the handling of emergencies

Formally review and resolve all findings and actions arising from incidents and exercises to correct any deficiencies found in the emergency planning arrangements

Consult and give written responses to possible developments which may impinge on emergency planning or the response of services

B.4.9.3 Membership of the CASSC

CASSC Membership will comprise of representatives from all those organisations both on and off aerodrome, whose expertise could assist in the anticipation of the effects an emergency might have on life, property and aerodrome operations, and who can help to prepare a course, or courses, of action to minimise those effects, particularly in respect of saving lives. The following may attend CASSC

South Wales Police

South Wales Fire and Rescue Service Wales Ambulance Service NHS Trust Cardiff & Vale Emergency Planning Units Local Health Board

Maritime and Coastguard Agency

Airport Rescue and Fire Fighting Service

National Air Traffic Services

Airport Security

Cardiff International Airport Limited Handling Agents/Airlines B.4.9.4 Frequency of CASSC meetings

Meetings will be held at least once per year and will be chaired by the Airfield Operations Manager. There will be a full distribution of minutes further to the meeting and it is imperative that all actions identified are followed through to conclusion and an update on progress provided for the next meeting.

B.4.10 Cardiff Airport Emergency Planning Forum (AEF)

The AEF is a sub-committee of the CASSC and has its purpose is to provide a body of local airport staff and emergency service staff to identify best practices and procedures to be incorporated into their agencies and the Airport's Emergency Orders. The Forum will also assist in the preparation and presentation of the Airport's Emergency Exercise programme and training events. B.4.10.1 AEF Statement of Purpose

"The Cardiff Airport Emergency Forum’s purpose is to provide a body of local airport staff and emergency service staff to identify best practices and procedures to be incorporated into their agencies and the Airport's Emergency Orders. The Forum will also assist in the preparation and presentation of the Airport's Emergency Exercise programme and training events". The AEF looks at specific areas of emergency procedures and equipment as required. The membership is varied by co-opting from CASSC or other agencies as required. However, as an example, the core group can be as follows (additional members may be included as required):

Public Relations

Airlines

Handling agents

Emergency Services Further information on CASSC and the AEF may be found in the Airport Emergency Plan



B.4.11 Airport Emergency Orders (Airport Emergency Plan AMC1 ADR.OPS.B.005(b)).

The Airport Emergency Orders detail the actions taken by specified roles in response to declared emergencies and are described in detail in Part E of this Aerodrome Manual. The purpose of the orders is to co-ordinate CIAL’s response to the incident. The Airport Emergency Orders are supported by detailed plans constructed by the Emergency Services, Local and Regional plans formulated under the Civil Contingencies act and Local Operating Procedures within CIAL departments.

B.5 Documentation control procedures B.5.1.1 General

See Part F of this Manual for procedures to ensure the quality and security of Aeronautical Data and Aeronautical Information. Master electronic copies of this document and the supplementary material it refers to are held on the CIAL Extranet. A small number of uncontrolled printed copies of the Aerodrome Manual are made available to individuals as referred to in Part A of the manual. B.5.1.2 Procedures for amending documentation or requesting amendment

The SMS “Management of Change” process will be followed when amending documentation. All documentation has an issue date, version number and an expected revision date.



B.6 Safety Risk Management and risk assessment

B.6.1 Safety of Operational Risks - overview

A safety analysis considers more than just the likelihood and severity of an operational system failure. Operational risks and effective risk analysis must take into account the potential risks to aerodrome safety, these must also include past accident/incident data. For the safety of operational activities to be effective, they must be adequately assessed and the appropriate control measures implemented and where possible exceed this level to ensure likelihood is limited or eradicated.

B.6.2 The Risk Assessment Process

The perceived risk associated with a hazardous event depends on both the likelihood of occurrence of the event, and the severity of its consequences. The safety assessment process will therefore need to address both these factors. When carrying out an aerodrome safety risk analysis the safety risk assessment requires a systematic approach. The complete process can be divided into eight logical steps which are: Step 1 - Select the Subject and the Team Those subjects which are considered high risk are assessed first. The team comprises line management and members of staff with sound reliable knowledge of the subject under review. Step 2 - Analyse and Breakdown Most activities and processes are broken down into manageable portions before they can be assessed. They are analysed and their components listed. Step 3 - Identify the Hazards and Consequences The hazards associated with the activity are identified, along with the harmful consequences if anything goes wrong and who or what part of the business is at risk. Various approaches are used e.g. brainstorming, accident records, site visits etc in gathering information. Step 4 - Profile the Risk A quantitative matrix is used to determine the likelihood and severity of the risk.

Step 5 - Review Control Measures in Place Determine the measures and their effectiveness to control the risk identified. Refer to any instructions/standards in place. Having considered the control measures re-profile the risk for residual likelihood and severity.



Step 6 - Take Action If the risk is unacceptably high additional or enhanced control measures should be implemented. Decide whether to tolerate, fix or transfer the risk. Step 7 - Record the Findings Each department within the airport should record risk assessments undertaken, their findings, the actions to be taken and by whom should be recorded on the risk register. Step 8 - Monitor and Review All Risks and the Risk registers should be reviewed annually or where the risk has changed.

B.6.3 Quantitative Safety Analysis

When evaluating probability, hazard and risk it is useful to scale them in order that some degree of comparison can be made. Clearly not all risks are the same and some will need attention before others. Use of the matrix above enables a priority list to be established. (i) Tolerate/Accept Means we decide not to take any further action to reduce the risk at this point. This is likely to be the case for risks in the GREEN ZONE. These risks should not be forgotten - they should still be subject to review when changes occur or as a minimum six monthly. (ii) Treat/Address Treating a risk means that specific actions are chosen or undertaken to actively eliminate a risk or to reduce the likelihood of the risk occurring and/or the severity of the consequences if it did occur. There are NO generic answers here. Those involved in managing each risk will form a view on how it can be best reduced - this includes considering cost benefit and practicality too. Before agreeing a solution it may be necessary to undertake more detailed studies of risk and the effects of possible risk reduction measures/actions. RED and AMBER risks need to be treated. In essence, RED risk are intolerable, although sometimes there are exceptions where there is nothing we can do about the risk because we have no control either on the cause of it or its consequences. All RED risks that are not controllable should be supported with a safety case and signed off by the Head of Airfield Operations and periodically reviewed. (iii) Transfer This is achieved through insurance or through contractual obligation. Expert advice should be sought in both areas. It is important, where relevant, for the business to consult with legal and insurance managers at the earliest possible stage. If necessary, both disciplines should be involved in the risk identification process. Before transferring risk it must be ensured that they have been reduced as much as possible. This will help in reducing premiums and assist during claims.

B.6.4 Safety Cases

International regulations and standards (Including ICAO Annex 11 Air Traffic Services, Single European Sky Common Requirements and EUROCONTROL Safety Regulatory Requirements ESARRs) require that any new system, procedure or operation that has an impact on the safety of aerodrome operations or Air Traffic Services (ATS) shall be subject to a risk assessment and mitigation process to support its safe introduction and operation. Safety-significant changes to existing systems must also be addressed in the same way. The result of the assessment should be documented and this is typically achieved by developing a Safety Case. The term 'Safety Case' is used in respect of a set of one or more documents that include claims, arguments and evidence that a system meets its safety requirements.



A Safety Case provides all the documentation and references necessary to demonstrate, both to the operator themselves and to the CAA, that a new system or a change to an existing system is tolerably safe and will meet specified Safety Objectives. CAP791 provides for a staged safety case and CAA approvals process to manage airfield development or major maintenance projects. UK CAP 760 provides guidance to aerodrome operators and Air Navigation Service Providers on the development of a Safety Case and, in particular, on hazard identification, risk assessment and the mitigation techniques that may be used. Unless other national regulations are in place it is CIAL's intention to use this document as a guide for the preparation of safety cases when needed.



B.7 Safety Assurance

B.7.1 Monitoring of implementation and effectiveness of safety actions and risk

mitigation measures.

The monitoring of the implementation and effectiveness of safety actions and risk mitigation measures is a key responsibility of the wider Aerodrome Management Team, and is undertaken via the Safety Review Board. The Standing Agenda for the Safety Review Board includes review of Changes

issues which could affect the content of the Aerodrome Manual or require its updating or publishing of supplements to it.

Changes to the Aerodrome Management Structure or Developments which fall within the scope of the SMS/Change Requests Received;

Changes or updates to the UK-AIP information;

Whether impact assessment of any external changes is required; CAA, Safety Alerts and incident reports

CAA Safety Alerts or other notices published. CIAL incident reports and SMS monitoring

EGFF Mandatory Occurrence Reports (MORs)

Incident Investigation Recommendations;

the current CIAL Aerodrome Safety Performance Indicators;

review of the results of the independent Compliance Monitoring Audits

Review of Safety Survey/Audit Reports and recommendations (including CAA oversight visits);

Security& Quality Management Issues; And

Identification of issues for other safety committees (e.g. LRST or Flight Operations Performance Committees); any need to convene Safety Action Groups

One SRB meeting per year (normally held in the second quarter) is designated as the Annual Review of Safety Events at which the CIAL’s performance against KPIs is discussed. This meeting also develops the KPI recommendations for inclusion in the next year’s Annual Safety Performance Plan. These are then proposed to the Safety Review Board for endorsement as the following year’s KPIs.

B.7.2 Safety Performance monitoring

The annual Aerodrome Safety Management Action Plan contains Key Performance Indicators which are endorsed by the Safety Review Board. Through the course of the year, Performance against the KPIs is monitored by the SRB.



B.7.3 Description of the compliance monitoring function and related procedures

including third party oversight (ADR.OR.D.005(b)(11)

Compliance Monitoring is one of the key methods by which the outputs of the SMS are monitored. B.7.3.1 Scope of compliance monitoring - general

The scope of compliance monitoring is in relation to CIAL’s compliance with

ED Decision 2014/012/R Annex III PART-ADR.OR (Organisational Requirements)

ED Decision 2014/012/R Annex IV PART-ADR.OPS (Operations Requirements) The scope of audits includes monitoring compliance with CIAL’s procedures including

(i) its privileges as aerodrome operator; (ii) manuals, logs, and records; (iii)training standards; (iv)required resources; (v) management system procedures and manuals. and (vi) the processes adopted for the auditing of third parties and subcontracted organisations

The relevant Implementing Rules and EASA Guidance Material include: ADR.OR.D.005 (b)(11) Management System requires that a formal process is established to monitor compliance of the organisation with EASA requirements. AMC1 to the IR requires that the Aerodrome Operator

monitor compliance with the relevant requirements of Part-ADR.OR and Part-ADR.OPS and any other regulatory requirements as necessary;

define management responsibilities for compliance monitoring;

establish documentation;

train those responsible for carrying out compliance monitoring;

and

provide for an audit scheduling programme ADR.OR.D.025 Coordination with other organisations This IR requires that the Aerodrome operator ensures that

(a) the management system of the aerodrome addresses the coordination and interface with the safety procedures of other organisations operating or providing services at the aerodrome; and (b) such organisations have safety procedures in place to comply with the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules and the requirements laid down in the aerodrome manual.

GM1 to the IR sets out that the organisations in scope include aircraft operators, air navigation service providers, providers of apron management services, ground handling service providers, providers of services to persons with reduced mobility, aircraft maintenance organisations, flying training organisations, public authorities that operate on the movement area, as well as other organisations that perform activities independently at the aerodrome. GM2 to the IR sets out that in order to ensure compliance with the IR the Aerodrome Operator should conduct audits and inspections of such organisations through its compliance monitoring; and establish procedures for the monitoring of related activities at the aerodrome.



ADR.OR.D.010 Contracted activities AMC1 to the IR requires that the contracted safety related activities should be included in the aerodrome operator’s safety management and compliance monitoring programmes. GM2 provides further information that the aerodrome operator is responsible to ensure that all contracted activities it contracts are subject to hazard identification, safety (risk) assessment and mitigation, as well as compliance monitoring. When the contracted organisation is itself certified (ie by EASA or the CAA) to carry out the contracted activities, the aerodrome operator’s compliance monitoring should at least check that the approval effectively covers the contracted activities, and that it is still valid. B.7.3.2 Compliance Monitoring Structure – organisational set-up and management reporting

lines to meet EASA requirements

The organisational set up for compliance monitoring is as in the figure below. The Head of Airfield Operations is the manager responsible compliance monitoring in accordance with EASA AMC1.ADR.OR.D.005(b)(11). The Head of Airfield Operations has direct access to and is responsible to the Accountable Manager (DOO).

Airfield Audits and Oversight of Contracted Organisations Compliance monitoring and audits are undertaken by the Airfield Operations Manager and Airside Compliance, Deputy Training and Contingency Planning Officer, with support from other team members as necessary. CIAL Inter-departmental cross-audits The Airfield Operations Manager is responsible for coordinating audits of the AFS’s compliance with relevant EASA IRs and AMCs, and passing these to the Head of Airfield Operations. The Fire Service Manager is responsible for coordinating audits of Airfield Operations’ compliance with relevant EASA IRs and AMCs, and passing these to the Head of Airfield Operations.

Accountable Manager

Director of Operations

EASA Manager responsible for Compliance Monitoring &

EASA Safety Manager

(combined functional roles held by Head of Airfield Operations)

Independent Compliance Audits

CIAL airfield Audits and Oversight of

Contracted Organisations

CIAL Interdepartmental

audits



Independent compliance audits These are undertaken by independent specialists with the audit reports provided directly to the Head of Airfield Operations and include within their scope audit of all compliance monitoring activity undertaken by CIAL and any organisation contracted by CIAL.

Independent specialists will also undertake audits to satisfy the requirements of AMC1 to ADR.OR.D.005(b)(11) and report their findings to the Head of Airfield Operations. The scope of the independent audits are to

audit CIAL’s own compliance monitoring programme extending, where required, to other parts of the Safety Management System;

provide for independent audits of Bird Hazard Management, and Aviation Fuelling. The independent specialists will be given access to the all parts of the Aerodrome Organisation and Contracted Organisations and will report their findings to the Head of Airfield Operations B.7.3.3 Compliance monitoring documentation and programme

Auditing takes place in accordance with CIAL Management Plan “Aerodrome Oversight and Compliance Monitoring Programme” which is held by the Head of Airfield Operations. This document contains annexes setting out the programme of interdepartmental, 3rd party, and independent compliance audits. It is intended that the programme provides for comprehensive auditing of aerodrome activities over a 36 month cycle.

B.7.3.4 Categorisation of audit findings and actions (with reference to ADR.AR.C.055)

Audit findings shall be categorised as

Level 1 – significant non-compliance detected with the certification basis of the aerodrome, the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules, with the aerodrome operator’s or the apron management services provider’s procedures and manuals, with the terms of the certificate or certificate or with the content of a declaration which lowers safety or seriously endangers safety.

Independent audit by

external specialists to

monitor compliance with the requirements of the

Aerodrome Certificate and

EASA IRs

CIAL Internal

Audits and

Compliance

Monitoring

activities

Cardiff EASA Aerodrome

Director of

Operations(Accountable

Manager)

INDEPENDENT COMPLIANCE AUDIT FEEDBACK(ADR.OR.D.005(b)(11) )

Head of

Airfield

Operations (EASA

Compliance

Manager)



Level 1 findings require immediate action by the CIAL.

Level 2 - non-compliance is detected with the certification basis of the aerodrome, the applicable requirements of Regulation (EC) No 216/2008 and its Implementing Rules, with the aerodrome operator’s or the apron management services provider’s procedures and manuals, with the terms of the certificate or the certificate or with the content of a declaration which could lower or possibly hazard safety.

Level 2 findings require rectification within a period agreed with CIAL. Thereafter the audits may make

Observations which do not constitute level 1 or 2 findings, but which will be recorded and to which CIAL will respond appropriately.

B.7.3.5 Oversight of third party operations (including ADR.OR.D.010 Contracted activities)

Organisationally, CIAL operates to the Safety Assurance and Oversight Procedure as described below:

EASA requires that the Aerodrome regulate the compliance of all operators within the scope of the Aerodrome Certificate, and to carry out audits of their compliance. The current OSI “Airfield and Apron Rules and Procedures” sets the standards to be adhered to so as to promote safe operations within the context of UK and EU law, EASA requirements and CAA best practice guidance (CAP642). In addition to the above airside safety assurance and oversight is accomplished by

setting policy, standards and recommended practices in accordance with industry best practice;

setting Key Performance Indicators (KPIs);


EASA manager responsible for Compliance Monitoring.

Responsibility for meeting the requirements of the EASA Aerodrome Certificate rests

with this post including oversight of specific contracted services where they affect the

maintenance of the Certificate (See AMC1 to ADR.OR.D.010)


Responsible for setting up compliance monitoring and audit programme

Airside Compliance, Deputy Training and Contingency Planning Officer

Responsible for undertaking audit activities, collation of data and presentation to the SRB



setting and reviewing training requirements;

oversight of activities on and around the Aerodrome as far as reasonably practical, by both the Airfield Safety Unit and Aerodrome Management (includes day to day monitoring, and also safety audits of third parties);

using the regular Safety Review Board (SRB) and Airside Safety Committee meetings to review accidents, incidents and airside occurrences at CIAL.

As described in Part E of the Aerodrome Manual CIAL publishes

OSIs - Operational Safety Instructions

LOPs- Local Operating Procedures – procedures internal to CIAL which describe how particular duties should be undertaken

The combined scope of these procedures covers all Aerodrome users, including the Aerodrome Management and Staff. The Aerodrome Management Team and AFS monitor compliance with the OSIs and ASIs, in accordance with LOPs. The current OSIs “Airfield And Apron Rules And Procedures” and Airport Driving Enforcement Programme describe the processes for enforcing compliance if considered necessary. B.7.3.6 Feedback to the Accountable Manager.

The findings of the Internal Compliance Audits and third party oversight programme, and independent external audits are provided to the Head of Airfield Operations as the manager responsible for Compliance Monitoring and who reports directly to the Accountable Manager (Director of Operations). Thereafter, any actions arising from the audits are progressed to address any remedial actions via the safety committee structures as directed by the Director of Operations. The audit reports and the log of actions identified by the audits, and progress against them, are held in the office of the Head of Airfield Operations.



B.7.4 Safety reporting (including hazard reporting; ADR.OR.D.030)

The current OSI “Airfield And Apron Rules And Procedures” provides procedures for reporting of aviation safety related occurrences. CIAL endorses the “Just Culture” approach to aviation safety promoted by the Civil Aviation Authority and the joint CAA / industry Ground Handling Operations Safety Team This scheme relies on the “Just Culture” philosophy to encourage reporting of aviation safety occurrences for the benefit of all.

B.7.5 Internal Safety investigations

B.7.5.1 General accident, incident and occurrence reporting procedures

The Emergency telephone number on the internal airport exchange is: 2222 The Emergency number via the external exchange is: 01446-71-2505 It is the policy of Cardiff Airport (CIAL) to ensure that where practicable all accidents or incidents of work-related ill health, dangerous occurrences and near misses will be fully investigated by suitably trained staff. Accident or incident investigation is not a means of determining fault or apportioning blame. The purpose of the investigation is:

to ensure that all necessary information in respect of the accident or incident is collated;

to understand the sequence of events that led to the accident or incident;

to identify the unsafe acts and conditions that contributed to the cause of the accident or incident;

to identify the underlying causes that may have contributed to the accident or incident;

to ensure that effective remedial actions are taken to prevent any recurrence;

to enable a full and comprehensive report of the accident or incident to be prepared and circulated to all interested parties;

to enable all statutory requirements to be adhered to. B.7.5.2 Accidents, Incidents and Near misses

The current OSI Airfield and Apron Rules and Procedures sets out the procedures for reporting all incidents accidents and near misses to the Head of Airfield Operations in conjunction with an airport wide Director’s Notice “Accident, Incident and Near Miss Reporting”. See here in this Manual for the EC definitions of incident and accident, and the decision process for whether a CAA Mandatory Occurrence Report needs to be raised. CIAL therefore maintains a scheme which enables all personnel working at Cardiff Airport to report information regarding occurrences (incidents/near misses etc) to the Airport by completing a report form. The form then provides the initial basis of CIAL’s investigation of the incident concerned.



B.7.5.3 External Investigation

For UK airports investigations must follow Statutory Instrument 1996 No. 2798 -The Civil Aviation (Investigation of Air Accidents and Incidents) Regulations 1996. AAIB - The United Kingdom Air Accidents Investigation Branch is part of the Department for Transport and is responsible for the investigation of civil aircraft accidents and serious incidents within the UK as detailed. The Chief Inspector of Air Accidents reports directly to the Secretary of State for Transport. HSE - In the event of an accident/incident the Health and Safety Executive carries out the process of investigating incidents and complaints under section 14 (2) (a) of the Health & Safety at Work Act 1974: from being notified of the event and deciding whether to investigate. The HSE's policy is to conduct investigations in accordance with their Enforcement Policy. The Head of Quality, Safety, Health and Environment will be responsible for notifying the Health and Safety Executive (HSE) of any events that fall within the scope of “The Reporting of Injuries, Diseases and Dangerous Occurrences Regulation 1995” as amended 2012, which involves CIAL employees or members of the public if necessary.

B.7.6 Management of change

B.7.6.1 Introduction

This section first sets out EASA requirements regarding obtaining the prior approval of the CAA for some changes before they are implemented, and also to notify the CAA of changes for which permission is not required. It then explains the SMS “Management of Change” process followed by CIAL, the requirements to maintain records of changes made, and the role of the Airport Safety Committees in overseeing change. Some changes may require the approval of the Director of Operations (Accountable Manager). The entire process, including the proposed procedures and mitigation measures to be implemented must be documented using the Management of Change Process Form (available on the Extranet). An example of the first page of the form is shown below (the second page provides for a list of documents which are associated with the specific change request).





B.7.6.2 Changes requiring the prior approval of the CAA (ADR.OR.B.040)

ADR.OR.B.040(a) requires that changes significantly affecting elements of the aerodrome operator’s management system require prior approval by the Competent Authority. Changes requiring prior approval include those affecting the terms of the certificate, its certification basis and safety-critical aerodrome equipment; or significantly affecting elements of the aerodrome operator’s management system as required in ADR.OR.D.005(b). The CAA defines the following in UKGM1 to ADR.OR.B.040 (a) (b) Changes (CAP1168) as changes requiring their approval:

a) Changes significantly affecting the organisation chart, policies or culture of the aerodrome operator’s management system as required by ADR.OR.D.005.

In addition to the “infrastructure and operational” changes required in ADR.OR.B.040 and its supporting AMC, the CAA requires that the following changes are subject to prior approval:

a) 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.

The CAA provide examples of such changes to include:

Constructions affecting sightlines from VCR.

New structures that may generate wind turbulence at critical phases of flight.

Developments on the movement area.

Developments which might impact on the movement area. Some changes may require a safety case or similar documentation demonstrating all safety aspects of the management change has been considered. No changes will be made until the safety case has been submitted and approved by the regulator. Some changes may fall within the scope of CAP791 approvals processes (see below). [Return to Part E Aerodrome Safeguarding procedures here]. B.7.6.3 Aerodrome development (CAP791)

Aerodrome Development is planned and executed in accordance with CAP791. CIAL will submit applications for changes at least 30 days prior to the intended implementation date to give sufficient time for the assessment and approval processes. B.7.6.4 Procedures to advise the CAA of changes for which prior approval is not required

(UKGM1 ADR.OR.B.040 (d))

CIAL will submit notifications of changes for which approval is not required on an annual basis, prior to the annual CAA audit. The scope of such changes could include changes in the aerodrome infrastructure, its operation and management that do not meet the criteria for changes requiring prior approval (as defined by CAP1168 UKGM1 ADR.OR.B.040 (d) Changes §4). The Aerodrome Management Team maintains regular contact with the CAA on issues regarding the operation at Cardiff, and in most instances changes not requiring approval from the CAA will be raised within this interaction in any case. CIAL is aware that significant maintenance projects may result in a secondary effect on the Certification Basis e.g. installation of new airfield ground lighting as part of a runway/taxiway rehabilitation project and may, therefore require prior approval.



As part of the SMS Management of Change process (see below), CIAL will identify projects and organisational changes which may require approval from the CAA and will notify the Aerodrome Inspector in the first instance, and prior to the changes taking place. B.7.6.5 SMS Management of Change process (AMC1 to ADR.OR.D.005(b)(6))

There is a possibility of increased risk whenever there are any changes to existing facilities, personnel or procedures. Therefore, an objective of Safety Management is to provide a framework for managing change and addressing risks when introducing or changing equipment, procedures or systems. Hazard Identification and risk assessments are not static processes. They need to be performed wherever there is a management change - either a Technical or Organisational - change within the airport. Change is not simply about the planned modification of a facility or an organisation. Technical and Organisational changes can occur over time without immediate recognition. To manage the change effectively two definitions of change are defined with approved paths based on the safety risk assessment. a. Technical Change b. Organisational Change A Technical Change is an activity that results in the temporary or permanent alteration of safety equipment, procedures or systems. Some examples of technical changes are:

Any alteration to the original design of safety related equipment;

Alteration to the physical configuration and operating conditions of safety systems or equipment;

A change to the situation(s) or parameters that the airport has hitherto operated under (e.g. so called “external risks”);

The substitution of any item of equipment by an alternative not identical to the original, ie. Non like-for-like replacement, even though the specification may be the same.

Introduction of new equipment or facilities is being considered;

The permanent removal from service of any safety systems or items of equipment being decommissioned.

The temporary or permanent addition of any item of aeronautical equipment.

Any alterations to current safety cases;

Existing procedures are being revised or the introduction of new operational procedures;

The rectification, repair, or correction of any safety equipment, the presence of which did, or potentially could, affect the aerodrome licence.

An Organisational Change is defined as any alteration to the organisation or to the organisational activities as defined within the Aerodrome Manual. An activity that results in the temporary or permanent alteration of the framework or application of the Aerodrome Manual are by definition, an organisational change. Changes may therefore require updates to the Aerodrome Manual or the issue of Aerodrome Manual Supplements. The following are some examples:

Any change to the organisation that changes the resources required to implement the AM.

Any change to key positions as defined by the AM.

Any change to "safety critical" positions within the airport management structure;

Any change to the airports SMS processes or supporting regulatory standards;



Any change to applicable legislative requirements (eg. Acts, CAA, ICAO Regulations and Codes of Practice etc).

Whenever any of the above events are considered, the Head of Airfield Operations shall ensure hazard identification and risk assessment are conducted of the required changes proportionate to the scale of the change. B.7.6.6 Audit control of change

Changes proposed are recorded within the Aerodrome SMS Management of Change Form as available on the Extranet. B.7.6.7 Role of Safety Committees in risk assessment and management of change

processes; updates to Aerodrome Manual

CIAL implements the safety policy through its Safety Committee structures. The objectives of the committees are to analyse safety related matters, to make recommendations concerning safety decisions and to analyse the results of the corrective actions. “Any Changes/Developments within scope of SMS” is a standing Agenda item for the Safety Review Board. The SRB will also consider whether any Aerodrome Manual updates/supplements require to be issued. B.7.6.8 Termination of Operations

In case of intended termination of the operation of the aerodrome, the Accountable Manager shall notify the competent authority in writing. The notification shall be done in such time as to allow the timely publication of the changes within the Aeronautical Information Regulation And Control (AIRAC) system. Upon termination of the operation, the Accountable Manager shall ensure that runway closed marking are applied, as well as any other measure required by the Competent Authority.



B.8 Safety promotion

B.8.1 Training and education; processes for maintaining competency

(ADR.OR.D.017, AMC3 ADR.OR.D.017(a);(b))

B.8.1.1 Senior CIAL management and Aerodrome Management Team

It is essential that the airport management team understand the principles on which the SMS is based. Training must be given to managers and supervisors to ensure that they are familiar with the principles of the SMS and their responsibilities and accountabilities for safety. The Director of Operations, in conjunction with the appropriate Departmental Manager, will periodically review the current job descriptions of those employees who have safety responsibilities. Details of their safety responsibilities should be added to their job description. The Departmental Manager will conduct a Training Needs Analysis (TNA) to identify the appropriate level of training required for each safety position within the organisation. Depending on the nature of the task, the level of safety management training required will vary for those employees with safety responsibilities, for example: • Training aimed at management's safety responsibilities • Training for operational personnel and • Training for safety specialist activities (members of the audit team) One of the functions of safety management training is to create awareness of the objectives of the SMS of the organisation and the importance of developing a safety culture. B.8.1.2 Induction Training

Induction Training is undertaken by CIAL for its own employees. Introductory training for staff working is tailored to the role as appropriate and may include:

Departmental Induction

Health and Safety

Ramp Safety Training

Apron Driver Training

IT Training Third party airside companies undertake their own training. B.8.1.3 Operational Safety Training

In accordance with CAP 642, Cardiff recognises that in order to promote an environment of safety within its operation, then training must attract the necessary priority. The Airfield Operations Manager is the nominated Manager to oversee training and act in a co-ordinating role. B.8.1.4 Specialist Training for staff responsible for maintaining the SMS

A number of safety-related tasks require specially trained personnel. These tasks include:

Investigating safety occurrences

Monitoring safety performance (KPIs)

Managing safety databases (e.g. the Safety and Risk Management System (SRMS))

Performing safety audits. Operational staff undertaking any of the above duties will receive adequate training in the special methods and techniques involved.



Depending on the level of training required and the level of expertise in safety management within the organisation, CIAL will obtain assistance from specialist external service providers in order to provide the appropriate training. B.8.1.5 Maintenance of competence

The Fire Service Manager manages maintenance of competency for the RFFS in accordance with the Fire Service Training Manual. The Maintenance of Competency Manual (available in the MACC) contains details of training undertaken by the Aerodrome Management Team and the refresher training programme is maintained by the Head of Airfield Operations.

RFFS personnel undertaking Airfield Operations duties.

Specific training related to the RFFS function is contained within the Fire Service Training Manual (see also information Part E of this Aerodrome Manual with respect to the requirements of ADR.OR.B.010 §(3)). Training in relation to the Airfield Operations aspects of the RFFS role including Fire Arms Training and wildlife control is managed by the Fire Service Manager in conjunction with the Head of Airfield Operations and Airfield Operations Manager.

Training undertaken by the Facilities Management Department

Structured courses are completed to ensure competency as required by CAA (currently City & Guilds Training courses in maintenance of Aeronautical Ground Lighting).

B.8.2 Instructors and assessors, and oversight of training undertaken by third parties

AMC1 ADR.OR.D.017(d)

CIAL provides a mixture of in-house training combined with attendance on designated external training courses as necessary for its staff. In-house training of Aerodrome Operational personnel is overseen by the Airfield Operations Manager who nominates instructors and/or assessors. B.8.2.1 Airside Driver Training

The current OSI Airfield Driving Permits describes the systems in place and requirements. Airfield Driving Permits (ADP) will be issued through the Airside Safety and Training Officer. Application for an ADP should be made to this department by the employer of the person for whom the permit is required and application forms are available from him. The applicant should indicate the operational need for the driver to enter and drive on the aircraft movement area and will be required to prove that the driver holds a current vehicle driving licence with significant past driving experience and qualification. The driver will be required to indicate that he has normal colour vision and hearing. B.8.2.2 Oversight of training of third parties

The Airfield Operations Manager and Airside Safety and Training Officer undertake audits of third parties and oversight of the training they provide falls within the scope of this.

B.8.3 Procedures for training and checking of the trainees

Procedures for training and checking of trainees depend heavily on the nature of the training being undertaken

All Airside ID holders must pass a General Security Awareness Training (GSAT) course which is delivered and assessed by Computer Based Training.



Dedicated Airside Driver Training is delivered by means of a series of lectures which encompass airfield topography, aerodrome signs and markings, basic radio/telephony procedures, explanation of emergency procedures etc. Candidates must be medically fit, have the appropriate EU/EEC/UK Driving License, and pass tests appropriate to the validation they are seeking, prior to the issue of an ADP.

Other training courses (e.g. those associated with CAP700) may also require staff to complete written or verbal assessments as necessary.

B.8.4 Service Providers and training undertaken by companies other than CIAL

Services can be provided either by using the airport's own resources or by external contractors. It is essential that airside safety at CIAL is not compromised or degraded in any way by the introduction of contractors into any aspect of the operation. Therefore as a minimum safety standard, the following will be applied at Cardiff Airport:

Contractors providing services to the airport will be required to either, have a compatible SMS, or, to conform to and participate in the CIAL SMS.

Contractors will be required to develop their own compatible and complementary SMS. In due course it will become a condition of contract that contractors operate a safety management regime compatible and integrated with the CIAL SMS.

The standard of all contracted services will be monitored and audited.

Contractors failing to meet CIAL standards, may be removed from site.

Similarly this data will be retained and used for reference whenever the same contractor is being considered for future contracts.

Training undertaken by service providers (e.g. tug push back training; training of aircraft maintenance, repair and overhaul staff; aircraft refuelling etc) is delivered by these companies directly to their staff, in order that they are able to provide the services they do. Whilst CIAL licenses Handling Agents and allows such operations on its premises, it does not assess the competence of the training and does not accept responsibility for it. Such training will take place in accordance with guidance material in the IATA Handling Manual or as published by the CAA or by other regulatory authorities (e.g. DfT or HSE). The performance of airside companies is, however, monitored closely as part of the airside safety assurance and oversight process, and if CIAL identifies actions or activities it considers unsafe then it will take appropriate action.

B.8.5 Procedures to be applied in the event that personnel do not achieve the

required standards

In the event that an individual does not pass the General Security Awareness Training course, they are not issued with an airside ID. In the event that Airside Driver Training course is not passed, the individual is not issued with the appropriate Airside Driving Permit, and will not be able to drive airside until a satisfactory level of performance is evidenced. Maintenance of the ADP is also contingent on the individual being in the possession of a valid EU/EEC/UK Driving License for the vehicles they require to drive in accordance with current DVSA standards, and being medically fit to do so. Full procedures are contained in the current OSI Airside Driving Permits. For the AFS Duty Team, satisfactory performance is required to be evidenced within the maintenance of competency frameworks. In the event that an individual cannot evidence the required standard of competence, then they may be placed on restricted duties or have their airside pass suspended, until such time as the issue is dealt with. In such circumstances normal CIAL HR procedures and policies will also apply.



B.8.6 Description of documentation to be stored and storage periods (ADR.OR.D.035)

B.8.6.1 General

CIAL maintains an adequate system of records for all aspects of its activities undertaken under Regulation EC 216/2008 and its Implementing Rules. The format of the records varies depending on what is being recorded, and, in the case of training, how assessment was conducted. Most records are held electronically and are stored securely on the CIAL IT system within dedicated data folders (see part F of this Aerodrome Manual). Paper based records are also, however, held by the responsible personnel within Departmental Teams (e.g. HR, Facilities Management, Aerodrome Operations) and are stored in secure office facilities. Records should be maintained of all:

Safety occurrences and investigation reports;

Safety audit reports (external and internal);

Six monthly analyses of safety, trends and safety assessment documentation;

Amendments to the Manual;

Other changes that may impact on the safety of the aerodrome. Records are kept for a minimum of five years unless otherwise specified (see below). B.8.6.2 Records specified by ADR.OR.D.035(d)

The following specific records are held on an indefinite basis

the Aerodrome Certification Basis, alternative means of compliance in use and the Aerodrome Certificate

Equipment Operating Manuals for equipment in use at CIAL

Current risk assessments, safety assessments and the current version of the hazard register B.8.6.3 Other records

Records of the Contractual arrangements with other organisations are held for the duration that the organisation is contracted with CIAL. Records of Personnel training, qualifications, and medical records as well as their proficiency checks, as appropriate, are held 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. All records are subject to applicable data protection law.

B.8.7 The proficiency check programme including responsibilities and frequencies

Proficiency checks (and the frequencies thereof as appropriate) are incorporated within ongoing training which ensures personnel are familiar and competent with the rules and procedures/methods of work relevant to their duties and responsibilities. All staff: General Security Awareness Training must be completed prior to the issue of a CIAL ID pass, and thereafter, every 3 years. This is an automatic process which links to the issue of an airside ID from the CIAL ID Centre. All staff holding an Airfield Driver Permit: - The Airside Safety and Training Officer is responsible for training all CWL staff, third parties and concessionaires in airfield driving requirements and the issue and renewal of airfield driving permits. “A” , “M” and “R” ADPs are renewed every three years.



Aerodrome Management training needs: Prior to employing a member of the Senior Management team, CIAL will consider their experience and Competency capabilities as part of their suitability for the role. Once in post, the appointing Manager is responsible for identifying and agreeing a specific training programme with the new post holder. Thereafter training needs are assessed and delivered via the CAP700 Operations Safety Competency Framework or in line with operational requirements. RFFS Personnel undertaking airfield operations tasks. The proficiency of the Airside Duty Team is ensured via their maintenance of competency scheme overseen by the Fire Service Manager in conjunction with the Airfield Operations Manager.

B.8.8 Safety Programmes and Safety Communication (ADR.D.027)

Safety Communication is a undertaken in a number of ways. An overview is given below: Structured engagement and safety promotion

Publication of annual Aerodrome Safety Management Action Plan

Dedicated safety committees where those responsible for managing the Aerodrome have direct contact with those operating on it

Incorporating discussion of safety into day to day meetings as necessary

Raising safety issues during airside project meetings

Raising safety issues during meetings with Handling Agents on ground handling licenses Safety Bulletins

Posters, Notices, Airside Project Briefings etc which draw users’ attention to current issues, trends, work on the Airfield etc.

Procedures and documentation

Aerodrome Manual

Operational Safety Instructions

Directors Notices

Airside Safety Bulletins

Aerodrome Safety Management Action Plan Direct contact regarding observed practices

Meetings, telephone calls, email communication with ground handlers and other airside companies regarding observed practices.

Ensuring ability for staff to raise safety concerns Direct 1:1 contact and submission using the “Near Miss Reporting System” enable staff to raise safety concerns.



B.9 Contracted activities (ADR.OR.D.010).

B.9.1 Specified Contracted Activities (AMC1 ADR.OR.D.010)

The table below sets out the Contracted Activity, the Contractor and the processes in place for safety compliance and oversight.

Contracted activity Contractor Processes for safety compliance and oversight

Air Traffic Control Liaison with the UK-AIS on CIAL’s behalf, including updating of the UK AIP EGFF entry, and issuing operational NOTAMs, is also included within the scope of the NATS contract.

NATS Main review via NATS/CIAL Contract Meetings NATS General Manager ATC has an SMS reporting line to the Head of Airfield Operations NATS is also represented within the Safety Committee structure (e.g. via their joint chairmanship of the Flight Operations Performance Committee and Local Runway Safety Team meetings.

Surveying for Aeronautical Data

Paul Fassam Geomatics Limited

Certificated to ISO9001 Quality Management; provide aeronautical data on behalf of CIAL directly to the UK-AIS (CAA) with oversight from the Head of Airfield Operations.

Aerodrome Design

Specialist appointed as required.

Design compliance is assured through CAA CAP791 process and oversight via the Head of Airfield Operations.

Aviation Fuelling As specified in Part E of the Aerodrome Manual

Specific Operating Licenses are in place. All fuel operators at Cardiff are subject to annual audits by an accredited independent aviation fuel specialist.

Flight Inspections of runway AGL and ILS

Flight Calibration Limited.

Contractor approved by the CAA to provide the service.

Photometric Testing of AGL

Tailor Made Systems Ltd

Specialist contractor to undertake routine AGL photometric testing.

B.9.2 Written agreements for Specified Contracted Activities

All Contracted Activities as described above are underpinned by written agreements specifying

the period of the Contract;

the services to be delivered (e.g. compliance with EASA requirements);

requirements for reporting to specified CIAL Staff;

requirements to facilitate compliance oversight by CIAL or others (e.g. the CAA or DfT)



B.9.3 Oversight of Contracted Activities by the Safety Review Board and other safety

committees

The Safety Review Board has within its terms of reference the monitoring of subcontracted organisations and other third parties operating on site such as ground handling agents. The specified Contracted Activities and representation from the Contracted Companies and/or other third parties operating on site, are covered within the terms of reference and membership of other Safety Committees as appropriate.

B.9.4 Alignment of CIAL and NATS documentation

The SMS Management of Change process identifies the stakeholders affected when an SMS procedure is proposed to be changed, and thus NATS are consulted and advise on/input to CIAL procedures, and thereafter align their procedures as necessary. CIAL and NATS have regular NATS Contract Meetings, and also NATS co-chairs the Flight Operations Performance Committee and the Local Runway Safety Team with CIAL. NATS and CIAL annually produce a co-ordination document – “Operational Safety Management Systems Deployed at Cardiff Airport”.



B.10 Safety Management System Outputs (AMC 2 to ADR.OR.D.005(c)(12);

ADR.OR.D.030(d)(5); AMC1 to ADR.OR.D.005(b)(7)).

B.10.1 SMS Outputs (AMC 2 to ADR.OR.D.005(c)(12))

CIAL expects that the outputs of its SMS will be as follows:

Evidence that the Safety Policy and Safety Objectives established, are being adhered to, and that personnel are aware of and support them;

Evidence of pro-active processes for Risk Management

Evidence of Safety Assurance processes

Evidence of Safety Promotion activities. And…

Personnel confident that a “Just” Safety Culture applies.

An aerodrome wide safety ethos, embodying and being driven by continuous improvement of SMS over time

Outputs are monitored by

Ongoing inspections via the 3-tier inspection processes

Monitoring and reporting of Safety Key Performance Indicators

Compliance Monitoring Auditing

B.10.2 “Just” Safety Culture (ADR.OR.D.030 (d)(5))

Cardiff Airport Limited is fully committed and focused to run a safety policy based on just culture principles. The definition of a just culture is: Individuals are not punished for actions, omissions or decisions taken by them that are commensurate with their experience and training but which result in a reportable event; however gross negligence, wilful violations and destructive acts will not be tolerated. CIAL 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. To achieve this, CIAL will focus on the following key areas:

Comply fully with all H&S statute and other applicable requirements

Engage proactively with all H&S functions carried out at Cardiff Airport to ensure that all operations are conducted in a safe manner

Assign clear responsibilities for H&S throughout the organisation

Identify all risks and manage them in a proactive and responsible manner

Develop and deliver effective business continuity and emergency planning arrangements

Take all H&S impacts into account when developing or improving Cardiff Airport Maintain, monitor and continually improve our H&S performance

To fulfil these commitments we will do the following:

Demonstrate proactive leadership and commitment though our governance arrangements and risk management forums

Set demanding targets to protect employees and non-employees from injury and occupational ill-health

Use risk assessment to identify day-to-day risks and implement appropriate control measures to manage them effectively

Develop and maintain safe systems of work for our employees

Managers will investigate accidents and incidents in their areas promptly and act accordingly remain responsible for their own safety

Fulfil all fire safety duties placed upon us by statute and any other requirements



Ensure that all employees working on behalf of Cardiff Airport Ltd have a full understanding of their responsibilities and that they are trained and competent to do what is being asked of them

Define clear expectations of standards to all third parties and contractors operating at the airport

Work in partnership with all employees, trade unions, third parties and contractors to optimise H&S performance across the Airport

Effectively manage equipment and assets to ensure a safe operation while achieving business and operational objectives

Consistently monitor and review all H&S performance to identify trends and put actions in place to continually improve performance

Review H&S Policy and management system annually.

B.10.3 Continuous improvement of the SMS (AMC1 ADR.OR.D.005(b)(7))

CIAL seeks to continually improve its safety performance. This is achieved from top down and bottom up processes which enable:

a) Proactive evaluation of day to day operations, facilities, equipment, documentation and procedures through safety audits and surveys; b) Evaluation of the performance of members of staff (via personal targets and performance reviews) to verify the fulfilment of their safety responsibilities; c) Reactive evaluations in order to verify the effectiveness of the system for control and mitigation of risk e.g. recording and investigation of incidents, accidents and investigations to understand them and prevent re-occurrence; (via the Safety Review Board) d) Tracking organisational changes to ensure that they are effective (via the appropriate change management processes); e) Regular review of the organisation’s safety performance and published Annual Safety Plan via the SRB.

B.10.4 Safety Goals and Indicators

CIAL maintains the following Key Performance Indicators which are reported to the Director of Operations (the Accountable Manager) by the Head of Airfield Operations (Safety Manager). The following KPl's are monitored at CIAL:

Runway Incursions/excursions;

Accidents/Incidents;

Mandatory Occurrence Reports;

Foreign Object Debris;

Birdstrikes

Addressing any comments made during Regulatory Inspections or incidents CIAL will produce monthly key performance indicators recording their results as defined by the SMM (See Annexes in Chapter 12). The Head of Airfield Operations will analyse their results each month and inform the Director of Operations of any significant results. The figures and trends will be analysed by the Head of Airfield Operations every three months, informing the Director of Operations of the results, trends and any proposed corrective actions and the effectiveness of any previous actions.



Every three months the Head of Airfield Operations will produce a report detailing the KPI results, trends and actions and any other comments or suggestions that may improve the reporting procedures of the SMM. The report will be shared with the CIAL Fire Service Manager. An annual summary report will be prepared for the Director of Operations and the Airport Board.

B.10.5 Compliance Monitoring

Compliance Monitoring Audit reports, and actioning any recommendations therein, are a key SMS output.



B.11 Names, status and responsibilities of persons authorised by the CAA to

detain aircraft under article 257 of the Air Navigation Order 2016 The following members of staff are authorised by the CAA to carry out the detention of aircraft at Cardiff Airport under Article 257 of the Air Navigation Order:

Rob Elias (Head of Airfield Operations)

Debs Stephens (Airfield Operations Manager) Article 257 (1) and (2)(c) of the Air Navigation Order 2016 provide as follows: “If it appears to an Authorised Person that any aircraft is intended or likely to be flown while in a condition unfit for the flight, that Authorised Person may direct the operator or the commander of the aircraft that he is not to permit the aircraft to fly until the direction has been revoked by the CAA or by an Authorised Person and the CAA or that Authorised Person may take such steps as are necessary to detain the aircraft. An Authorised Person must not use the powers to detain an aircraft for non-payment of landing or other fees. Detention of aircraft for non-payment of navigation service charges is the subject of a separate Authorisation which may be granted in some circumstances by the Secretary of State. Prior to exercising the powers described above every effort will be made to contact the relevant CAA department. In the event that this is not possible the CAA will be advised of the detention as soon as possible thereafter. Any ‘Directions of Detention’ issued by ‘Authorised Persons’ at Cardiff Airport will be given in writing to the Operator and/or Commander of the Aircraft. Where it cannot be given to the addressee in person, it will be fixed to the aircraft concerned and a copy sent to the Commander/ Operator. Notification of action will be emailed to:

General Manager ATC, NATS Cardiff

Director of Operations



Fire Service Manager

Revocation of detention will be carried out using the same process.



B.12 Procedures for facilitating audits by the Competent Authority, and for

undertaking corrective actions (including requirements of ADR.OR.C.015,

20 & 25).

B.12.1 Introduction and responsibilities of the EASA Certificate Holder

In the United Kingdom the Civil Aviation Authority are the “Competent Authority” who will certify and provide oversight of aerodromes that fall within the scope of the European Regulations on behalf of EASA. CIAL as the EASA Certificate holder is responsible for the safe operation of the aerodrome and ensuring the continued compliance with the basic regulation and the certification basis. The CIAL Director of Operations (the Accountable Manager) is accountable to the Competent Authority for ensuring that a suitable and effective management system meeting the requirements of Part-ADR.OR is in place and functioning correctly. [Return to Part A here]

B.12.2 Access (ADR.OR.C.015)

As the Competent Authority, Officers of the CAA are required to undertake safety oversight activities including audit and inspection visits at the certificated premises. These visits may be conducted with or without prior notice. Regulation ADR.OR.C.015 requires the aerodrome operator to grant access to any person authorised by the Competent Authority; and to provide to them any facility, document, records, data, procedures or any other material relevant to its activity that is subject to certification or declaration whether it is contracted or not; and perform or witness any action, inspection, test, assessment or exercise the competent authority finds is necessary. CIAL will facilitate all such visits by persons authorised by the Competent Authority. CIAL when notified of any visit shall designate a senior member of its operations staff as facilitator. The facilitator will act as point of contact and be empowered to provide any facilities, documents, data etc that the competent authority requests. All CIAL employees (including its affiliates) are required to cooperate with the Competent Authority whilst having due regard for their safety whilst on site.

B.12.3 Findings and corrective actions (ADR.OR.C.020)

After receipt of notification of findings from the CAA, CIAL shall (a) identify the root cause of the non-compliance; (b) define a corrective action plan; and (c) demonstrate the corrective action implementation to the satisfaction of the CAA, within the period agreed with the CAA.

B.12.4 Immediate reaction to a safety problem — compliance with safety directives

(ADR.OR.C.025)

CIAL shall implement any safety measures, including safety directives, mandated by the CAA in accordance with ADR.AR.A.030(c) and ADR.AR.A.040.



B.12.5 Information Notices and Safety Alerts

From time to time the CAA publishes Information Notices and Safety Alerts relevant to Aerodromes, and to Flight Operations. Consideration of these is a standing agenda item on both the Safety Review Board, Flight Operations Performance Committee and Local Runway Safety Team Agendas. The Safety Committees will progress the actions required by the CAA as necessary.

B.12.6 Procedures for reaction to safety problems

See sections above regarding specific requirements of ADR.OR.C.020 and ADR.OR.C.025. Procedures for managing safety generally are described in Part E of this Aerodrome Manual. Issues requiring immediate attention are dealt with by the AFS Duty Manager supported from the Airfield Management Team. Proactive day to day management is designed to avoid and reduce the likelihood of issues occurring in the first place, and thereafter to manage safely those which do occur. Occurrence reporting procedures are in place in accordance with the “Just Culture” principles. Learning points are identified, trend analysis is undertaken and where necessary specific safety goals are set. The Aerodrome Management Team and its Safety Committees are thereby able to ensure that the appropriate reaction to safety problems is enacted across the organisation from immediate action to longer term goals.

B.12.7 Procedures for handling of safety recommendations issued by Safety

Investigation Authorities

In the course of fulfilling their safety roles, the CAA or AAIB or other control authorities may make safety recommendations to CIAL. Normally these would be made to the Head of Airfield Operations who would review them and instruct action as appropriate (this may be immediate or via the Safety Committee structures as required). Periodically the CAA is expected carry out Safety Oversight Audits of the CIAL Aerodrome to assess its operation in accordance with EASA Certification Requirements. Recommendations from the Audit are a standing Agenda item for the SRB, and if necessary an audit action register will be created by the Head of Airfield Operations to monitor progress of actions required. The Head of Airfield Operations will review any safety recommendations made with the wider Aerodrome Management Team and within the Safety Committee structures as appropriate, and thereafter organise appropriate actions within agreed timescales. Progress will be reported to the Safety Review Board chaired by the Director of Operations (the Accountable Manager).



B.13 Procedures for reporting to the Competent Authority including handling,

notifying and reporting accidents, serious incidents and occurrences

(ADR.OR.C.030).

B.13.1 EC Definition of “occurrence” and reporting of occurrences

Occurrence Reporting is governed by Regulation (EU) 376/2014 which sets out that an “occurrence” means any safety-related event which endangers or which, if not corrected or addressed, could endanger an aircraft, its occupants or any other person and includes in particular an accident or serious incident. Regulation EU376/2014 provides for mandatory and voluntary occurrence reporting. Commission Implementing Regulation (EU) 2015/1018 lays down a list classifying occurrences in civil aviation to be mandatorily reported. OSI Airfield And Apron Rules And Procedures reproduces the list/or directs users to EU2015/1018 in EU2015/2018 and provides for its promulgation for all airside users at the Cardiff Aerodrome in accordance with EU376 Article 4(1). Implementing Rule ADR.OR.C.030 requires that the Aerodrome Operator to report accident, serious incidents and occurrences to the CAA within 72 hours in the manner prescribed by EU law. It also requires the Aerodrome Operator to report any issues with the operation of aerodrome equipment (ranging from failure of the equipment through to limitations on it being exceeded) to the designers of the equipment. There is one AMC to the IR which provides for the procedures to make reports to the CAA.

B.13.2 Definition of accident, serious incident and occurrence and of the relevant

responsibilities of all persons involved

B.13.2.1 EC definitions of Accident and Serious Incident

The following definitions are as required by ADR.OR.C.030. ‘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 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, in which: (a) a person is fatally or seriously injured as a result of:

— being in the aircraft, or, — direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or, — direct exposure to jet blast,

except when the injuries are from natural causes, self- inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or (b) the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine, (including its cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels,

http://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1447326759604&uri=CELEX:32014R0376

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv%3AOJ.L_.2015.163.01.0001.01.ENG



fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes) or minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike, (including holes in the radome); or (c) the aircraft is missing or is completely inaccessible; ‘incident’ means an occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation; ‘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. B.13.2.2 EC definition of Serious Injury

'Serious Injury' is defined in Council Directive 94/56/EC as an injury which is sustained by a person in an accident and which:

1. requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or 2. results in a fracture of any bone (except simple fractures of fingers, toes, or nose); or 3. involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or 4. involves injury to any internal organ; or 5. involves second or third degree burns, or any burns affecting more than 5% of the body surface; or 6. involves verified exposure to infectious substances or harmful radiation;



B.13.2.3 Decision process to determine whether an MOR is raised

B.13.2.4 Procedures to raise a Mandatory Occurrence Report (MOR)

The Cardiff Airport policy and management of procedures for MORs follows the current web based guidance given by the CAA. Reports are made via the ECCAIRS (European Co-ordination Centre for Accident and Incident Reporting Systems) portal. OSI Airfield And Apron Rules And Procedures contains procedures for mandatory and voluntary occurrence reporting in accordance with EU376/2015 and EU2015/1018.[ MORs will be raised on behalf of Cardiff Airport by the Head of Airfield Operations, Airfield Operations Manager or NATS and filed via the ECCAIRS portal in accordance with the instructions on Aviation Safety Reporting web-page. The Head of Airfield Operations will also keep a file of all MORs completed by the Airport along with those forwarded to Cardiff Airport. The Airfield Operations Manager maintains a log to track all MORs submitted by, or notified to, Cardiff Airport and records any further follow up investigation or actions. The incidents remain ‘open’ until the Head of Airfield Operations is satisfied that no further actions are outstanding and/or all reasonable steps have been taken to prevent the incident / accident re-occurring. NATS may raise MORs independently through the NATS Safety Tracking and Reporting system (STAR). NATS will advise the Head of Airfield Operations that an MOR has been raised. Mandatory Occurrence Reports are a standing Agenda item on the SRB and at NATS Contract Review meetings.

Occurrence must be reported under EU376/2014

Review and check by Head of Airfield Operations

for voluntary reporting

Review by Safety Review Board

Yes

No

All occurrences

Report via ECCAIRS

All occurrences

Is the occurrence on the list of

reportable occurrences in

EU2015/1018? Broadly - was an aircraft

involved? Did the incident endanger, or if

not corrected, would it have endangered and aircraft or its occupants or personnel

involved in the operation? Did an injury or

accident arise to anyone as a result?

http://www.aviationreporting.eu/AviationReporting/

http://www.aviationreporting.eu/AviationReporting/



B.13.3 Copies of the forms to be used to submit a Mandatory Occurrence Report to

the CAA.

The requirement in AMC3 ADR.OR.E.005 for Part B of the Aerodrome Manual to provide copies or illustrations of forms to be submitted is non-applicable as all MORs are submitted via the ECCAIRS web portal.

B.13.4 Procedures and arrangements for the preservation of evidence, including

recordings, following a reportable event

The roles and responsibilities of CIAL and of the external emergency services and the Air Accident Investigation Branch (AAIB) are described clearly in the Airport Emergency Orders which are part of the Aerodrome Safety Management System. For major incidents at the airport, where the external emergency services are required to attend and to assume command and responsibility, their own procedures for the preservation of evidence will apply and CIAL will cooperate with these fully. In all circumstances CIAL will comply with the requests of the relevant control authorities (e.g. the Police, the CAA, the AAIB etc.) to preserve and collect information to the extent that it is able to in order to assist these bodies with their enquiries. CCTV, Air Traffic Radio communications and calls through the airport switchboard are recorded automatically by the Airport. These will be made available as requested to the relevant control authorities or to the Head of Airfield Operations as necessary to enable the occurrence to be investigated. In the case of investigating incidents on behalf of CIAL, it is the responsibility of the investigating ADM to ensure that any recordings likely to be relevant to the investigation of the incident, are preserved.

B.14 Procedures and measures for the prevention of fire at the aerodrome

(ADR.OR.C.040) See Part E of this manual for references to specific procedures to prevent: (a) smoking within the movement area, other operational areas of the aerodrome, or areas of the aerodrome where fuel or other flammable material is stored; (b) display of an open flame or undertaking of an activity that would create a fire hazard within:

(1) areas of the aerodrome where fuel or other flammable material is stored; (2) the movement area or other operational areas of the aerodrome, unless authorised by the aerodrome operator.

B.15 Procedures related to use of alcohol, psychoactive substances and

medicines (GM1 ADR.OR.C.045)

B.15.1 Drugs and Alcohol OSI

CIAL has published a Drugs and Alcohol OSI to meet the requirements of ADR.OR.C.045. This covers (1) Personnel involved in the operation, rescue and firefighting, and maintenance of the aerodrome; (2) Unescorted persons operating on the movement area or other operational areas of the aerodrome (all other personnel working on the aerodrome whether for CIAL or not).



The policy provides that all such persons, whether directly employed by CIAL or not, shall: (1) Not consume alcohol during their duty period; (2) not perform any duties under the influence:

(i) of alcohol, or any psychoactive substance; or (ii) any medicine that may have an effect on his/her abilities in a manner contrary to safety.

The OSI requires that companies whose staff are required to work airside at Cardiff Airport must have a policy and procedures in place covering the use of alcohol, psychoactive substances and medicines within their organisation that ensures compliance with Commission Regulation (EU) No 139/2014 Implementing Rule ADR.OR.C.045. CIAL may request to check the policy and will audit compliance against procedures as part of the regular 3rd party oversight programme.

B.15.2 Procedures where persons are suspected of being under the influence of drugs

or alcohol, psychoactive substances and medicines

CIAL may refuse entry to the airfield to any person appearing to be under the influence of drink or drugs (including medicinal prescription drugs), and similarly remove the airside driving permit of any person so appearing to be. As appropriate in such circumstances the Police may be informed and may then take such action as they deem necessary under the Criminal Law. Where there is evidence that CIAL staff may be involved in the problematic use of psychoactive substances the provisions of the CIAL Cardiff Airport Alcohol and Drugs Policy shall apply. OSI Airfield and Apron Rules and Procedures sets out that driving whilst impaired by drink or drugs is forbidden. Immediate suspension of a Driver Permit will occur, the member of staff will be removed from airside and the Police will be notified as appropriate.

B.16 Method and procedures for recording aircraft movements (AMC2

ADR.OR.D.035) Recording of aircraft movements is effected by NATS via computer interface operated by the VCR Assistant and supplied in electronic format to the CIAL Finance Department.

CIAL Aerodrome Manual - Part C


Part C Particulars of the aerodrome site



C.1 Description of the aerodrome site

C.1.1 Introduction

The following sections provide information which is accurate at the date of issue of the Aerodrome Manual. Supplementary material to this manual, including current AMSs, OSIs, NOTAMs and the current CAP1732 survey information, may be more accurate and should be checked. If in any doubt the Head of Airfield Operations should be contacted. Part A of this manual contains information relating to special conditions and limitations at Cardiff, and the Aerodrome’s Deviation Action and Acceptance Document (DAAD). Return to Part A here.

C.1.2 Warnings regarding reliance upon this data

The UK-AIP as supplemented by NOTAMs and SUP’s provides the data to be relied upon by pilots or those undertaking performance or other operational analyses on their behalf.

C.1.3 General

Cardiff Airport is a civil airport, located 8.5miles south west of the city of Cardiff, Capital City of Wales, UK. Cardiff has a single runway 12/30. End to end, within the marked white line, the runway is 2354 metres long and 46 metres wide. The runway is grooved asphalt. The aerodrome elevation is 220 ft amsl. The main runway is bisected at right angles by a former cross wind runway which now serves as taxiway E and G. The airport passenger terminal buildings, ATC control tower and cargo terminal lie to the north of the runway, and to the east of taxiway E.

A large British Airways maintenance base lies north of the runway and west of taxiway E.



To the south of the runway, and to the east of taxiway G, there are further maintenance facilities, and the Airport Fire Station. There are also light aircraft/flight training facilities in this area. The airport is served by a number of operators providing both scheduled and charter services to domestic and European destinations, including connecting services via Amsterdam and Charles de Gaulle. The main scheduled operator is Flybe. Thomas Cook and Thompson provide an extensive range of charter destinations seasonally.

C.1.4 Plans, maps and charts

The following sections provide

a plan showing the distance of the aerodrome from the nearest city, town or other populous area

detailed maps and charts of the aerodrome showing the aerodrome’s location (longitude and latitude) and boundaries,

major facilities,

details of the aerodrome reference point,

layout of runways, taxiways and aprons,

aerodrome visual and non-visual aids, and

wind direction indicators. C.1.4.1 Plan showing the distance of the aerodrome from the nearest city, town or other

populous area



C.1.4.2 Aerodrome Boundary chart (GM1 ADR.OR.B.015(b)(2))

This is as shown below.



C.1.5 Aerodrome chart, including facilities information

Warning: users should review supplementary material to the Aerodrome Manual, and see current UK-AIP (as amended) for the most up to date information.

See here for a description of physical characteristics of the aerodrome and elevations within it. Return to Part E Declared Distances here.



C.1.5.1 Layout of aprons – see current AIP

Warning: users should review supplementary material to the Aerodrome Manual, and see current UK-AIP (as amended) for the most up to date information.



C.1.6 A plan showing the location of any aerodrome facilities and equipment outside

the boundaries of the aerodrome;

A portion of the approach lights are located outside of the boundary of the Aerodrome for either runway direction. This is as shown on the Aerodrome Boundary chart at C.1.4.2.

C.1.7 Description of the physical characteristics of the aerodrome and particular

elevations within it

C.1.7.1 Aerodrome Reference Point (ARP)

This is located at the mid point of Runway 12/30, with coordinates Lat: 512348N Long: 0032036W The elevation of the Aerodrome Reference Point is 220ft amsl C.1.7.2 Aerodrome reference temperature

180 Celcius at 220ft C.1.7.3 Elevations along the runway (mAOD/ft)

See also the Aerodrome chart earlier within this section for more information regarding elevations along the runway in ft amsl.

Runway Start of

TORA

Start of

LDA

End of

TORA/

ASDA

End of

TODA

12 61.26m 62.48m 63.60m 61.53m

30 63.60m 64.84m 61.26m 60.11m

C.1.7.4 Other elevations

Apron elevations: Stands 1-10 208-211ft amsl Stands 11-17 213-215ft amsl C.1.7.5 1:2500 scale Aerodrome plan

The current CAP1732 survey contains plans at scale at 1:2500.



C.1.8 Aerodrome Signals, Signs & Markings

C.1.8.1 Signals

There are 2 illuminated windsocks to the south of Runway 12/30, adjacent to the runway threshold markings. C.1.8.2 Runway and Holding Area Signs

All access routes onto the runways display illuminated white-on-red Mandatory signs, conforming to requirements of EASA CS ADR-DSN.N. Additionally there are painted markings on the ground, at the last hold before the runway at every taxiway joining the runway, comprising the runway designators “12-30” painted in white letters on a solid red background. CAT I & II/III Mandatory signs are located at the appropriate positions for the runway holding areas, in accordance with EASA CS ADR-DSN.N. Holds E2, A2 and B2 are CATII/III. All other runway holds are CAT I.



C.1.8.3 Runway markings

All runway markings meet the specification laid down in EASA CS ADR-DSN.L. Runway designation, threshold, centreline, touchdown zone and aiming point markings are provided. Yellow centreline markings at appropriate points provide guidance off the runway onto the taxiway system. All holding points are provided with the appropriate markings to support CAT I operations. C.1.8.4 Taxiway Markings

CIAL has a taxiway designation system which complies with the requirements of EASA CS ADRDSN.N and EASA CS ADR-DSN.L. Lead-in arrows and painted numbers provide guidance off the taxiway on to particular stands. Stand centreline guidance is provided by a continuous yellow line from the taxiway. Enhanced centreline markings are used ahead of runway holding points.



C.1.8.5 Apron Markings

The designation between the taxiway/taxilane and the apron is a double white line on a black background. Apron areas are marked with stand centrelines in yellow. Centrelines are also marked with stopping positions to aid with aircraft positioning for towed and marshalled movements. Where a stop bar is provided, all aircraft must be marshalled onto the appropriate stop bar to ensure clearance behind the aircraft. Other markings as follows:

Wing tip lines are marked in white to denote separation positions on stands;

Equipment parking areas are marked with red and white boxes;

Passenger walkways are designated by green and white outlines, and also continuation of the standard zebra crossing markings to denote safe routes;

Green hatching denotes assembly areas in the case of passenger terminal evacuation.

White hatching denotes no parking on roads;

Crossed yellow hatching denotes no parking on apron areas.



C.1.8.6 Stand Identification Signs

All main apron stands have Stand Number Indicator Boards located so as to be clearly visible from the cockpit of an aircraft prior to entering the aircraft stand. Signs are white numbers on a blue background. The use of this format is recorded in the EGFF Deviation Action & Acceptance (DAAD) Document.



C.1.9 Aeronautical Ground Lighting

C.1.9.1 General

Lighting is provided and is used in accordance with the Guidance Material within UKGM2 ADR-DSN.M.615 of CAP1168. C.1.9.2 Aerodrome Lighting Classification

Appropriate lighting is provided for approach CAT I, and for take-off in RVR of less than 800m.

Location Purpose EASA reference(s)

Runway 30 Runway 12

Precision approach CAT I- lighting

CSADR-DSN.M.630 Precision approach category I lighting system and CS ADR-DSN.N.775 (illuminated signs)

Taxiway lights Centreline lighting provided at 30m spacing on straight sections (for use in RVR > 350m)

CS ADR-DSN.M.710 and CS ADR-DSN.M.715

C.1.9.3 Approach Lighting

Runway Length of approach lights Description

12 747m High Intensity centre line with five cross bars

30 832m High Intensity centre line with five cross bars

C.1.9.4 Approach Slope Indicators

A PAPI system is available on Runways 12 and 30. The system consists of four units on the left-hand side of the active runway. The PAPl's are set up for a 3º glidepath coinciding with the touch down zone. On Runway 12, the units are positioned 326 metres from the threshold with a Mean Eye Height above Threshold (MEHT) of 57 feet. On Runway 30 the PAPI units are 297 metres from the threshold, with a Mean Eye Height above Threshold (MEHT) of 52 feet.



C.1.9.5 Runway Lighting

Runways 12 and 30 Runways 12 and 30 both have elevated bi-directional high intensity edge lights every 30 metres; the lights also have a low intensity omni-directional component. There is a colour coded centre line.

C.1.9.5.1 Runway Turnpad Lighting The Runway Turn Pad to the West of the runway 12 threshold has the following AGL: edge lights, runway end lights and extended centreline lights. C.1.9.6 Taxiway Lighting

Taxiway centreline lighting is provided on the taxiways serving runway 12/30 on the north side of the runway. Blue edge lights provided at junctions. Red stop bars adjacent to holding points, except A1 and B1. Holding Points A2 and B2 will be in place of A1 and B1. Stop Bars in use H24 and in place at each runway exit/entrance point – “ring of red”. Taxiways Foxtrot and Golf have no edge lights or markers. Taxiway Hotel has partial edge lighting and markers. C.1.9.7 Runway guard lights and road holding position lights

CSADR-DSN.M.745 Runway guard lights Runway guard lights (Wig-Wags) are installed at all Runway / Taxiway intersections comprising alternate flashing amber standard low level dual traffic lights (Holding Points A1, C, D, E1, B1, G and H). C.1.9.8 AGL Light Intensity

High intensity lighting may be used in various conditions of visibility and natural lighting conditions. However, it must be controlled to avoid causing dazzle and particular care paid to the balance consideration for coloured lights. Control of Light Intensity rests with the Aerodrome Controller who,



dependent upon local circumstances, will exercise the settings in accordance with ATC MATS Part 2 procedures.

C.1.10 Aerodrome Beacon

N/A. No aerodrome beacon is installed.

C.1.11 Standby Power Supply

A secondary power supply is provided by means of generators situated on the ground floor of the Administration Block. The maximum switchover time is up to ten seconds. The maximum switchover time of one second is achieved by incorporating a generator supplying the load with reversion to the normal supply on failure of the generator set. This meets the requirements of CS ADR-DSN.S.880, Table S1) for the type of operations undertaken at Cardiff. The secondary power system is tested and a log indicating these tests is held in the generator room. In the event of Low Visibility Procedures (LVP) the Duty Technician is detailed to attend the generators and keep them running until LVP's no longer apply.

C.1.12 Apron Lighting

The main apron is floodlit. Apron Lighting pylons with multiple lamp fittings are provided.

C.1.13 Stand Entry Guidance Systems

Airbridge stands 10 is equipped with SAFEDOCK docking systems. Aircraft not using the airbridge may be stopped short in accordance with marshaller guidance. Aircraft using Stands 1, 2, 3, 4, 5, 6, 7, 7L, 8, 8R, 9, 11, 12, 13, 14, 15, 16, and 17 will park with marshaller guidance. In all cases the nosewheel stopping position for aircraft types expected to use the stand is marked on the stand centreline to assist the marshaller.



C.1.14 Description of non-visual aids

ILS units and associated DME are maintained by NATS Engineering, Cardiff. All units undergo 180 day flight checks under contract with Flight Calibration Limited. See also Part D of the Manual.

Full descriptions of, and operating procedures for, the Navigation Aids at Cardiff Airport are contained within Manual of Air Traffic Services Part 2 (Cardiff) Sections 5 and 6, and relevant technical manuals. A brief outline of the equipment is given below. C.1.14.1 Instrument Landing System (ILS)

Runways 12 and 30 have been equipped with Cat III capable ILS units. Each is certified to Cat I and will remain so unless the Airport decides to install appropriate Cat III lighting. Both ILS systems have been approved for Lower Than Standard (LTS) CAT 1 Operations. Details of minima can be found in UK AIP entry for EGFF. ILS units and associated DME are maintained by NATS Engineering, Cardiff. All units undergo 180 day flight checks under contract with Flight Calibration Limited. The ILS on Runway 30 has a limit of 18 nm and is promulgated as such.



C.1.14.2 Radar

Cardiff operates a Star 2000 Primary and Mode S Secondary Radar. Full details can be found in MATS Part 2, Sections 4 (Operational) and Section 6 (Technical).

C.1.14.3 Distance Measuring Equipment (DME)

A DME frequency paired with the active ILS provides aircrew with a measurement of track distance to the active runway threshold. Radio frequencies and hours of operation are set out in UK AIP. C.1.14.4 Instrument Runway Visual Range

IRVR automatically provides ATC with RVR information from two sites (touchdown and stop-end) when visibility is 1500 metres or less. The equipment interfaces with the runway edge lights. If the IRVR is unserviceable, the RVR information may be obtained (upon request by ATC) from the AFS (human observer RVR). Once visibility falls below 800 metres, Low Visibility Procedures are initiated. Following the installation of IRVR, human observer RVR will only be used if the IRVR fails. Details on RVR procedures are contained within the Fire Service Manual and ATC MATS Part 2. C.1.14.5 Operating Procedures

Descriptions of the operating procedures for navigation aids are contained within the “Engineering Section” of the NATS ATE Engineering Instructions. The resident ATS unit is responsible for the upkeep and serviceability of methods of communication and Navaids. All items are maintained by NATS Engineering through the NATS General Manager ATC, Cardiff. Records are kept and updated by NATS staff within the ATS Unit at Cardiff Airport.



C.1.15 Radio systems and communications

C.1.15.1 NATS Radio, ATIS and Emergency frequencies

3.2.5 Details of all ATC related frequencies are detailed in MATS, Part 2, along with information on back-up power supplies and standby equipment. MATS Part 2 Section 5, Chapter 1 refers.

Cardiff Approach 119.150 MHz (H24)

Cardiff Approach 125.850 MHz (as directed by ATC)

Cardiff Tower 133.100 MHz

Cardiff Radar 125.850 MHz (Winter 0600-2300; Summer 0500-2200) An Automatic Terminal Information Service (ATIS) is provided:

Cardiff ATIS 132.475 MHz (H24) A discrete emergency channel (121.600 MHz) is provided for direct communications between aircraft and RFFS vehicles required to attend aircraft on the ground in an emergency. Cardiff Airport promulgates information relating to the operation of the NATS VHF radio frequencies and hours of operation in the UK AIP Section AD 2.18. C.1.15.2 CIAL Radio systems

The vehicles of the Airfield Operations Department and Airport Fire Service are also equipped with air-band VHF radios, giving direct radio communications with the Control Tower, the Airport Fire Service frequency and, with ATC approval, aircrew on the flight deck. C.1.15.3 Other Radio users at Cardiff Airport

All requests (whether CIAL or external) to use radio frequencies (e.g. for private mobile radio, fixed radios and radio data communications) are to be made to CIAL Head of Airfield Operations NATS will then carry out the necessary technical safeguarding as appropriate.



C.1.16 Surface Dimensions, Type and Bearing Strength of pavements

C.1.16.1 Runways

C.1.16.2 Runway designations, dimensions, surface, strength and declared distances

(See Part D for UK AIS information)

Magnetic Brg.

True Brg.

Dimensions (m)

PCN

Surface

TORA ASDA TODA LDA

(m)

(m)

(m)

(m)

12 117 2392* x 46

50/F/A/W/T Grooved Asphalt

2352 2352 2502 2133

30 297 2354 2354 2506 2201

(*2392m includes the pavement at either end outside of marked white line; 2354m length within white line)

C.1.16.3 Taxiways dimensions and restrictions on use of particular taxiways

See Part D for information relating to local traffic regulations in force.

Taxiway dimensions meet the requirements of CS ADRDSN.D. Taxiway surfaces are asphalt. Records

of the bearing strength of the various taxiways are held by the Airport Engineering Department. The

bearing strength and width of the aprons and taxiways is shown in the table below:

Taxiway Designator

Code Width Strip Width (measured

laterally from centreline to edge of strip)

Bearing Strength (PCN)

Alpha E 23m 47.5m 50/F/A/W/T

Bravo E 23m 47.5m 50/F/A/W/T

Echo E 23m 47.5m 42/F/A/W/T

Golf E 23m 47.5m 15/F/A/W/T

Charlie E 23m 47.5m 42//F/A/W/T

Delta E 23m 47.5m 42/F/A/W/T

Hotel B 18m 19.5m



C.1.16.4 Apron dimensions and surfaces

EASA Design and Guidance material is contained within Books 1 and 2 of CS ADRDSN.E. Apron dimensions vary and are as promulgated in the UK-AIP, and managed operationally by CIAL and

NATS.

A number of EASA Certification Specifications (CS) are relevant in respect of markings which define apron sizes and layouts. CIAL arranges the layout of operational areas, and controls/restricts their operational use via a range of procedures, and as such meets the following EASA CS:

CS ADR-DSN.L.590 Aircraft stand marking CS ADR-DSN.L.595 Apron safety lines CS ADR-DSN.L.600 Road-holding position marking

All new aprons are built to these standards.

Apron surfaces are predominantly concrete.

Location Surface Bearing strength

Terminal Area Concrete PCN 50/R/A/W/T

Western, North-East and Central Apron

Concrete PCN 50/R/A/W/T

S Maintenance Area Asphalt Asphalt PCN 15/F/A/W/T

C.1.17 Runway instrument strip; runway cleared and graded area, RESA provision

An instrument runway strip and runway cleared and graded area is provided in accordance with EASA Certification Specifications for a Code 4E, precision instrument runway (EASA CS ADR-DSN.B). CS ADR-DSN.B.150 Runway strip to be provided A runway strip is provided. CS ADR-DSN.B.155 Length of runway strip The strip extends before the threshold and beyond the end of the runway for a distance of 60m. CS ADR-DSN.B.160 Width of runway strip The strip includes a precision approach instrument runway and extends to 150m either side of the runway centreline of the runway in use. CS ADR-DSN.B.165 Objects on runway strips CIAL complies with the frangibility and delethalisation requirements specified; all aids to air navigation to be sited within the runway strip are as light and as frangible as design and function will permit (see also CAP1168 UKGM2 ADR.OPS.B.030). CS ADR-DSN.B.175 Grading of runway strips The runway strip is graded either side of the centreline in accordance with the EASA Guidance Material for a Code 4E runway (EASA GM1 ADR-DSN.B.175; Figure GM B-4).



C.1.17.1 Runway End Safety Area provision

The RESAs provided meet or exceed the 90m minimum requirements of CSADR-DSN.C.215 “Dimensions of runway end safety areas” as shown below:

Runway Length & Width of Undershoot RESA (metres)

Length & Width of Overrun RESA Landing (metres)

Length & Width of Overrun RESA Take-off (metres)

12 311m in length

Width 92m for 150m

Remainder 150m

150m in length

92m width

150m in length

92m width

30 301m in length

Width 92m for 150m

Remainder 150m

150m in length

92m width

150m in length

92m width



C.1.18 Helicopter Operations

A helicopter set down point marked with a ‘H’ is situated on taxiway Alpha to the south of Stand 12. Helicopters will be required to ground taxi or hover for parking as instructed by ATC.

C.1.19 Rescue and fire fighting level of protection

C.1.19.1 Policy Statement – Category(s) to be provided

The Airport Fire Services are organised, equipped, manned, trained and operated to ensure the rapid deployment of facilities to maximum effect in the event of an accident and at any event within the response time requirements. The promulgated Rescue and Fire-fighting category is Category 7 Subject to prior notice, up to Category 9 can be made available for larger aircraft movements (such as Boeing 747 aircraft). The Airport remains equipped to operate at category 9 as a matter of course and to upgrade to category 9 requires additional manpower to be called in only. Watch Officers have call-out sheets for personnel if required. Watch Officers will notify ATC once manpower levels have been reached. ATC will NOTAM category change when advised. For movements of aircraft requiring the upgrade of RFF provision to Category 9 sufficient notification will be required (one hour) for additional manpower resources to be called in if available. See also Part E regarding Cardiff’s role within the Civil Contingencies Act. Part E also has extensive sections on RFFS capability, Emergency Planning and Emergency Exercise arrangements.



C.1.20 Obstacles

C.1.20.1 Lighting of obstacles

Buildings and other tall structures on the aerodrome, or within its circling area, that penetrate any of the safeguarded surfaces, are fitted with red omni-directional obstruction lights. C.1.20.2 Description of main obstacles

The following are the main obstacles on the aerodrome and are lighted: ILS Aerials

12 Localiser 61.5390m AOD 30 Glidepath 71.950m AOD 30 Localiser 60.1140m AOD 12 Glidepath 67.2110m AOD

Other Tels equipment

Radar Scanner 93.3230m AOD Anemometer 73.6810m AOD VDF 7 3.3120m AOD

Buildings

BAMC Hangar 97.8270m AOD Off aerodrome there are four main obstacles with the ATC Control Zone as follows:

Obstacle Height (amsl) Location relative to ARP

Wenvoe TV Mast 1294ft 4.4nm N-NE

St Hilary Mast 1161ft 4.3nm NW

Aberthaw Power Station Chimney 529ft 2.4nm W-SW

Aberthaw Cement Works Chimney 378ft 1.9 nm W

Geographical coordinates for these, based on CAP1732 survey information, is provided in Part D of this Manual.



C.1.21 Description of the types of operations that the aerodrome is approved to

conduct.

The United Kingdom Civil Aviation Authority has certified that Cardiff International Airport Limited is authorised to operate Cardiff Aerodrome in accordance with the provisions of Regulation (EC) No 216/2008 and its Implementing Rules, the aerodrome certification basis, the terms of the certificate and the aerodrome manual. Cardiff International Airport Limited holds an EASA Aerodrome Certificate. It is available for public use and approved to serve commercial air transport using instrument approach or departure procedures. The terms of the certificate are as follows:

Certificate Reference UKEGFF – 001

Aerodrome Name and

ICAO location

indicator

Cardiff EGFF

Conditions to operate Day/Night, IFR/VFR

Runway declared

distances

Runway designator,

TORA , TODA, ASDA,

LDA, in metres for

each runway,

including intersection

take-off if applicable

R/W TORA TODA ASDA LDA Remarks

12 2318 m 2503 m 2318 m 2098 m

30 2354 m 2506 m 2354 m 2202 m

12 2098 m 2283 m 2098 m Take-off from Holding point Bravo.

12 1494 m 1679 m 1494 m Take-off from Holding point Echo.

30 2130 m 2282 m 2130 m Take-off from Holding point Charlie.

30 1426 m 1578 m 1426 m Take-off from Holding point Delta.

Types of approaches

Cat I

Aerodrome reference

code

4

Scope of aircraft

operations requiring a

higher aerodrome

reference code letter

N/A

Rescue and fire fighting

level of service

7 (8 and 9 available on request with 1 hour prior notice required)

Other N/A

Return to Part A here.

CIAL Aerodrome Manual - Part D


Part D Particulars of the aerodrome required to be

reported to the aeronautical information service

D.1 Introduction The following sections duplicate information which CIAL provides to the UK AIS for incorporation in the UK-AIP and which is accurate at the date of issue of the Aerodrome Manual. Supplementary material to this manual, including current AMSs, OSIs, NOTAMs and the current CAP1732 survey information, may apply and should be checked. If in any doubt the Head of Airfield Operations should be contacted (see Part B) Return to Part A here.

D.2 Warnings regarding reliance upon this data The UK-AIP as supplemented by NOTAMs provides the data to be relied upon by pilots or those undertaking performance or other operational analyses on their behalf.

D.3 EGFF AD 2.1 Aerodrome Location Indicator And Name

Aerodrome indicator and name

EGFF - Cardiff



D.4 EGFF AD 2.2 Aerodrome Geographical and Administrative Data

No. Parameter Information/Description

1 ARP coordinates and site at AD

Lat: 512348N Long: 0032036W Mid-point of Runway 12/30

2 Direction and distance from city

8.5 nm SW of Cardiff.

3 Elevation / Reference temperature

220 ft / 18 C

4 Geoid undulation at AD ELEV PSN

169 FT

5 Magnetic Variation/ Annual Change

2.05°W (2015) / 0.15°

6

AD Administration, address, telephone, telefax, AFS, e- mail address, website address

CARDIFF INTERNATIONAL AIRPORT LTD.

Post: Cardiff International Airport, Rhoose, Barry, South Glamorgan CF62 3BD.

Phone: 01446-711111 (Cardiff Airport Ltd)

Phone: 01446-712562 (ATC)

Fax: 01446-712555 (Cardiff Airport Ltd)

Fax: 01446-711838 (ATC)

7 Type of Traffic permitted (IFR/VFR)

IFR/VFR

8 Remarks None



D.5 EGFF AD 2.3 Operational Hours

No. Parameter Information/description

1 Aerodrome Operator H24

2 Customs and Immigration Winter: 1 October-30 April Mon-Fri 0700-2200, Sat, Sun and PH 0900- 1700 During summer period one hour earlier. Summer: 1 May-30 September - H24.

3 Health and sanitation

4 AIS Briefing Office

5 ATS Reporting Office (ARO)

6 MET Briefing Office

7 Air Traffic Service

H24

See also AD 2.18.

8 Fuelling H24

9 Handling H24

10 Security H24

11 De-icing

12 Remarks



D.6 EGFF AD 2.4 Handling Services and Facilities


1 Cargo handling facilities Forklifts, pallet trucks, cargo loader 12.5 tonnes capacity suitable for loading up to Boeing 747 main deck. One lower lobe cargo loader 5 tonnes capacity. 2 Cargo loaders.

2 Fuel and oil types AVTUR JET A-1 AVGAS 100LL W80, W100.

3 Fuelling facilities/capacity

4 De-icing facilities

5 Hangar space for visiting aircraft

Limited.

6 Repair facilities for visiting aircraft

Limited.

7 Remarks

Fuel AVTUR JET A-1 is available by arrangement with Air BP, Tel: 01446 710281 or Swissport Fuel Farm, Tel: 01446 712610 Fuel AVGAS is available from Aeros Flying Club. Tel: 01446 710000; Handling for all aircraft is mandatory: Aeros Flying Club: Tel: 01446-710000 Swissport (Commercial) Tel: 01446-712592 Signature (Executive GA and Cargo): 01446-712637 Global Trek (Executive GA): 01446-712699

D.7 EGFF AD 2.5 Passenger Facilities


1 Hotels Hotel 0.5 miles from the airport.

2 Restaurants Licensed buffet and cafeteria in the terminal.

3 Transportation Buses (shuttle bus to station and hourly service to/from Cardiff). Taxis and car hire. Nearest railway station; Rhoose (Cardiff International Airport) 2 miles.

4 Medical facilities Limited first aid treatment.

5 Bank and Post Office Bureau de Change. ATM Machine.

6 Tourist Office Terminal Building.

7 Remarks



D.8 EGFF AD 2.6 Rescue and Fire Fighting Services


1 AD category for fire fighting

RFF Category A7

2 Rescue equipment

3 Capability for removal of disabled aircraft

Light aircraft can be removed using airport resources. Large aircraft can be removed using outside sources in conjunction with the aircraft operator (see Part E).

4 Remarks Category 8 and 9 available on request. 1 hour prior notice required.

D.9 EGFF AD 2.7 Seasonal Availability - Clearing


1 Type of clearing equipment

Mechanical, Chemical de-icing.

2 Clearance priorities Standard. See AD 1.2.2.

3 Remarks Latest information from ATC, Tel: 01446 712562.



D.10 EGFF AD 2.8 Aprons, Taxiways and Check Locations/positions Data


1 Apron surface and strength

TERMINAL AREA Surface: Concrete. 50/R/A/W/T SOUTH MAINTENANCE AREA Surface: Asphalt. 15/F/A/W/T

2 Taxiway width, surface and strength

Taxiway ALPHA: 23 m. Surface: Asphalt. 50/F/A/W/T Taxiway BRAVO: 23 m. Surface: Asphalt. 50/F/A/W/T Taxiway CHARLIE: 23 m. Surface: Asphalt. 42/F/A/W/T Taxiway DELTA: 23 m. Surface: Asphalt. 42/F/A/W/T Taxiway ECHO: 23 m. Surface: Asphalt. 42/F/A/W/T Taxiway GOLF: 23 m. Surface: Asphalt. 15/F/A/Y/T Taxiway HOTEL: 18 m. Surface: Asphalt.

3 Altimeter checkpoint location and elevation

Stands 1-10: 207-211 ft; Stands 11-17: 212-215 ft amsl

4 VOR checkpoints

5 INS checkpoints INS Checkpoints: See Aircraft Parking/Docking Chart.

6 Remarks



D.11 EGFF AD 2.9 Surface Movement Guidance and Control System and

Markings


1

Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands

Stands 1, 2, 3, 4, 5, 6, 7, 7L, 8, 8R, 9, 11, 12, 13, 14, 15, 16, and 17 parking with marshaller guidance. Additionally stand 10 is equipped with nose loader type airbridge and is also fitted with a Safedock 2-18 system. Aircraft using the airbridge will park using the stand guidance. Aircraft stopping short of the airbridge will be marshalled.

2 Runway and taxiway markings and lighting

Runway marking aid(s): Runway designation, runway threshold. Runway centre-line, fixed distance marking. Touchdown zone markings Runway 30. Runway guard lights are positioned at Holding Points A1, C, D, E1, B1, G and H. These are illuminated when necessary by ATC.Taxiway light(s): Centre-line (green) on taxiway serving 12/30, blue edge lights at junctions.

3 Stop bars

Red stop bars and signs showing Holding Point Number at all Holding Points except at Holding Points A1 and B1. Holding Points A2 and B2 will be in place of A1 and B1. Stop Bars in use H24.

4 Remarks

Minimum power to achieve forward movement should be applied to move off all stands. All holding position signs are black on yellow positioned to the left hand side of the taxiway. There are 2 illuminated windsocks to the south of Runway 12/30, adjacent to the runway threshold markings. Aircraft and vehicles must not cross an illuminated red stop bar, even if receipt of a clearance from ATC. Red stop bars will only be deselected by ATC upon receipt of a correct clearance readback from the pilot or driver.



D.12 EGFF AD 2.10 Aerodrome Obstacles D.12.1.1 Chart showing obstacles

A chart showing the geographical locations and the top elevation of significant obstacles in the approach and take-off areas, in the circling area and in the surroundings of the aerodrome (in the form of charts) is shown below. This depiction is prepared by the UK AIS, based on CAP1732 survey data supplied by CIAL. See also Part C of this manual for a further description of the main obstacles.



D.12.1.2 Geographical co-ordinates of obstacles

The following obstacles are identified in the UK AIP. These are based on the CAP1732 survey data provided annually to the UK-AIS by CIAL.

In circling area and at aerodrome

Obstacle ID/Designation

Obstacle Type Obstacle Position

Elevation/Height Obstruction Lighting Type/Colour

Remarks

1 2 3 4 5 6

Wenvoe TV Mast

512733.46N 0031653.77W

1294 ft Yes

St Hilary Mast 512726.78N

0032410.63W 1161 ft Yes

Chimney 512351.88N

0032340.38W 378 ft Yes

Chimney 512314.22N

0032416.92W 529 ft Yes



D.13 EGFF AD 2.12 Runway Physical Characteristics

Designations RWY Number

True bearing

Dimensions of RWY

Surface of RWY/ SWY/ Strength (PCN)

THR co-ordinates/ THR Geoid undulation

THR elevation/ Highest elevation of TDZ of precision APP RWY

1 2 3 4 5 6

12 116.76° 2354 x 46 m

RWY surface: Asphalt, grooved. PCN 50/F/A/W/T

512401.72N 0032120.17W 169 ft

THR 205 ft

30 296.78° 2354 x 46 m

RWY surface: Asphalt, grooved. PCN 50/F/A/W/T

512332.83N 0031948.64W 169 ft

THR 213 ft

RWY/ SWY SWY dimensions

Clearway dimensions

Strip Dimensions

OFZ Remarks

7 8 9 10 11 12

RWY 12 Threshold displaced by 220 m. Shoulders 7 m wide either side of the runway.

RWY 30 Threshold displaced by 152 m. Shoulders 7 m wide either side of the runway.



D.14 EGFF AD 2.13 Declared Distances

Runway designator

TORA TODA ASDA LDA Remarks

1 2 3 4 5 6

12 2318 m 2503 m 2318 m 2098 m

30 2354 m 2506 m 2354 m 2202 m





See also Part E for procedures relating to redeclaring distances.



D.15 EGFF AD 2.14 Approach and Runway Lighting

RWY Approach lighting Type/ Length/ Intensity

Threshold lighting Colour/ Wing bars

VASIS/ MEHT/ PAPI

TDZ lighting Length

Runway Centre Line lighting Length/ Spacing/ Colour/ Intensity

Runway edge lighting Length/ Spacing/ Colour/ Intensity

Runway end lighting Colour/ Wing bars

Stopway lighting Length/ Colour

Remarks

1 2 3 4 5 6 7 8 9 10

12 747 m Light intensity high.

Flush HI uni- directional Green with Green wingbars

PAPI Left/3° 57 ft

Colour coded

Elev HI bi-directional with LI omni-directional component

Red. Approach Lighting: Coded centre-line with five crossbars

30 832 m Light intensity high.

Flush HI uni- directional Green with Green wingbars

PAPI Left/3° 52 ft

Colour coded

Elev HI bi-directional with LI omni-directional component

Red. Approach Lighting: HI Coded centre-line with five crossbars

D.16 EGFF AD 2.15 Other Lighting, Secondary Power Supply


1 ABN/IBN location, characteristics and hours of operation

2 LDI location and lighting Anemometer location and lighting

Anemometer: 512355.49N 0032115.46W 512333.84N 0032005.48W

3 TWY edge and centre line lighting

4 Secondary power supply/switch-over time

Yes.

5 Remarks All stands are covered by apron floodlighting.



D.17 EGFF AD 2.19 Radio Navigation and Landing Aids (See also descriptions in Part C of the Manual).

Type of Aid CAT of ILS/MLS For VOR/ILS/MLS, give VAR)

Ident Frequency Hours of Operation

Position of transmitting antenna coordinates

Elevation of DME transmitting antenna

Remarks

1 2 3 4 5 6 7

ILS I 2.05°W (2015)

ICDF 110.700 MHz HO 512328.42N 0031934.66W

ILS/GP ICDF 330.200 MHz HO 512401.07N 0032103.12W

3° ILS Ref Datum Hgt 50 ft.

ILS I 2.05°W (2015)

ICWA 110.700 MHz HO 512407.15N 0032137.37W

ILS only operational from 18 nm to the threshold.

ILS/GP ICWA 330.200 MHz HO 512332.45N 0032004.69W

3° ILS Ref

DME ICDF 44X 110.700 MHz

H24 512355.79N 0032026.28W

281 ft I CDF (RWY 12) Freq paired with ILS I CWA and I CDF. Zero range is indicated at threshold of runway in use for ILS approaches only.

DME ICWA 44X 110.700 MHz

H24 512355.79N 0032026.28W

281 ft Freq paired with ILS I CWA and I CDF. Zero range is indicated at threshold of runway in use for ILS approaches only.

NDB (L) CDF 388.500 kHz H24 512336.16N 0032016.47W

On AD. Range 40 nm.



D.18 EGFF AD 2.20 Local Traffic Regulations (See part C for information relating to taxiway dimensions, bearing strengths and surfacing).

D.18.1 Ground movement

D.18.1.1 The location and designation of standard taxi routes

CIAL does not adopt standard taxiway routings. Inbound routing on the taxiway system will be as advised by ATC in relation to operational requirements and any operational restrictions which apply (including also current OSIs and NOTAMs). Departing aircraft on first contact with Cardiff ATC must state aircraft type, stand number and the code letter of the latest ATIS received. Pilots of departing aircraft are reminded to contact Cardiff Tower for clearance 10 minutes before start up. Operational restrictions and procedures are as outlined in the sections below. Separate procedures would apply in the case of A380 movements as described in Part E of this Manual. D.18.1.2 Restrictions on use of taxiway Echo, and routing of certain Code D types from Echo

to Bravo

Taxiway Echo may only be used at night in conjunction with a ‘follow me’ vehicle. Use of Taxiway Echo at the pilots discretion is not permitted. Code ‘D’ and ‘E’ aircraft (excluding the B757 and B767) cannot make turns from Echo taxiway in a westerly direction onto the Bravo taxiway. D.18.1.3 Taxiways Foxtrot and Golf

Taxiways Foxtrot and Golf may only be used at night at the pilots discretion. D.18.1.4 One way traffic flow system Southside using holding points G and H

Access through holding points G and H is restricted to one aircraft movement at a time. When Runway 30 is the notified runway in use aircraft will line up via holding point H and vacate through holding point G unless otherwise instructed by ATC. When runway 12 is the notified runway in use aircraft will line up via holding point G and vacate via holding point H unless otherwise instructed by ATC. During Low Visibility Procedures access to and from the runway in use will be via H. During Night use of Taxiway G is at the pilots discretion.

D.18.1.5 Restrictions on taxiway C

Taxiway Charlie must not be used by code 'D' or 'E' aircraft to enter or vacate the runway with the

exception of the B757 and B767 series aircraft.

D.18.2 CAT II/III Operations

Not applicable.



D.18.3 Warnings

(a) Pilots are reminded of the close proximity of St Athan Aerodrome to the west north west of Cardiff aerodrome, see UKAIP EGFF entry, Section AD 2.22 paragraphs 1 and 8. (b) Pilots are warned, when landing on Runway 30 in strong west to south westerly winds, of the possibility of terrain induced turbulence on short finals. (c) Due to due to possibility of turbulence caused by hangar north east of runway 12 threshold, caution should be exercised during periods of strong north to north-easterly winds. (d) Grass cutting takes place May-Oct on the aircraft manoeuvring area. (e) Single-engined aircraft should avoid overflying the chemical complex at Barry. (f) Red Stop Bars in operation H24.

D.18.4 Helicopter Operations

(a) Helicopters are to arrive and depart as instructed by ATC. D.18.4.1 Use of Runways

(a) Circuit direction is normally to the north. D.18.4.2 Training

(a) All IFR training in Cardiff CTR/CTA subject to PPR from Cardiff Approach Tel: 01446-712564 (b) All aircraft wishing to carry out instrument training within the Cardiff Zone, must have a functioning transponder with Mode C.

D.18.5 Aircraft recovery

Light aircraft can be removed using airport resources. Large aircraft can be removed using outside sources in conjunction with the aircraft operator.

CIAL Aerodrome Manual - Part E


Part E Particulars of the operating procedures of

the aerodrome, its equipment and safety measures

(AMC3 ADR.OR.E.005; E)

E.1 Inspections of the movement area and reporting

E.1.1 Overview

This section provides information regarding the procedures used for the inspection, assessment and reporting of the condition of the aerodrome movement area and other operational areas and facilities. It:

(i) Explains how CIAL meets EASA and UK requirements in operating the Aerodrome; (ii) Describes the 3-tier system of inspection processes adopted by CIAL;

(iii) The systems of record keeping adopted to facilitate future audit by the CAA.

Return to Part A here.

E.1.2 EASA ADR-OPS AMC requirements

It is a requirement that the Aerodrome have in place procedures for the inspection, assessment and reporting of the condition of the aerodrome movement area and other operational areas and facilities, (including runway surface friction characteristics assessments and water-depth measurements). Particular inspections should be undertaken and the results monitored and reported/acted upon. In general the inspections relate to:

the condition of the movement area, including runway surface friction and water depth, and where necessary reporting this to ATC

the operational status of related facilities

matters of operational significance affecting aircraft and aerodrome operations The personnel responsible for carrying out the activities should be identified, appropriate logs and records of the inspections kept.

E.1.3 UK CAA Guidance Material within CAP1168

CIAL Procedures are in alignment with the following general Guidance Material in CAP1168. Aerodrome Operational Services, Equipment and Installations UKGM7 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities. UKGM1 ADR.OPS.B.020 Wildlife strike hazard reduction (CAP772) UKGM3 ADR.OPS.B.025 Operation of vehicles (CAP 790) UKGM2 ADR.OPS.B.030 Surface movement guidance and control system UKGM2 ADR.OPS.B.035 Operations in winter conditions UKGM ADR.OPS.B.045 Low Visibility Operations UKGM2 ADR.OPS.B.055 Fuel quality (CAP 748) UKGM5 ADR.OPS.B.070 Aerodrome works safety UKGM3 ADR.OPS.B.075 Safeguarding of aerodromes (CAP738) Aerodrome Maintenance UKGM2 ADR.OPS.C.010 Pavements, other ground surfaces and drainage (CAP 781 & CAP 683)



E.1.4 Procedures held separately which supplement this Manual

The following sections within this part identify activities (inspections, procedures, resource provision etc) undertaken by CIAL which are within the scope of EASA ADR.OR Subpart E. These include:

Airport Procedures (comprising Operational Safety Instructions and Local Standard Operating Procedures (LOPs), NOTAMs)

The Airport Emergency Plan;

Aviation Risk Assessments

The annual CAP1732 survey

Other specific OSIs and LOPs relating to the Winter Operations Plan and Wildlife Hazard Control Plan.

Other procedures within the scope of the overall management of safety at the Aerodrome (e.g. NATS MATS Part 2) may also be referenced where necessary to describe how CIAL meets the requirements of EASA Part ADR.OR. AMCs. The above information, and particularly Aerodrome Manual Supplements, Operational Safety Instructions and EGFF NOTAMs must be checked prior to relying on any of the information within the Aerodrome Manual.



E.2 General inspection, communications and record keeping processes in

place at Cardiff (including requirements of ADR.OR.D.035)

E.2.1 CIAL 3-tier inspection process

A Three Tier Inspection process is adopted as documented in the current OSI Three Tier Inspection Programme, LOP ‘Airfield Surface Inspections’ and also with LOP ‘Runway Inspections’. The principle behind this process is to ensure that the Aerodrome and facilities remain safe for aircraft operations at all times by delivering a robust and thorough inspection regime combined with an effective audit system.

Level 1: Airfield Operations inspections as per in accordance with CAP1168 UKGM7 ADR.OPS.B.015 Monitoring and inspection of movement area and related facilities. Inspections are carried out a minimum of twice daily by the Fire Service (dawn, dusk), and details of these inspections are recorded in the surface inspection book, located in the fire service watchroom. A further minimum of four inspections are carried out by the fire service evenly spaced throughout the day incorporating the runway and taxiway’s giving a total of six surface inspections. Daily inspections of the Airfield Ground Lighting system are also carried out by the Facilities Management Team Technicians.

Level 2: Airfield Surface Inspections. The manoeuvring area is to be inspected in more detail on a twice weekly cycle. These inspections will be carried out by the Station Officer. The items to be inspected are surface condition, light fitting security, serviceability and light output (visual), markings and signs. Faults are to be recorded on an Airfield Inspection form with a plan if required and rectification work to be arranged by Facilities Management Team. The airfield inspection form can be found in the Fire Station Operational Forms folder on the group drive. The Watch Manager saves the records to the group drive. The form is then emailed to the Aerodrome Management in accordance with AFS LOP Airfield Surface Inspections. Level 3: Operations Management Inspections. These inspections of the Manoeuvring Area will be carried out by the Facilities Management Team, Head of Airfield Operations and the Fire Service Manager. This is a walking inspection carried out twice yearly and will include inspection of all approach lighting. One of the twice-yearly walking inspections may be undertaken by CIAL’s consulting Engineering company under the approval of the Head of Airfield Operations. All the above records are kept for a period of 5 years in accordance with the requirements of ADR.OR.D.035 (see further below).

E.2.2 Responsibilities of Facilities Management Team

The Facilities Management Team is responsible for establishing and implementing the maintenance programme, including preventive maintenance where appropriate, to maintain aerodrome facilities. Commission Regulation(EU) No 139/2014 references include ADR.OPS.C.005, ADR.OPS.C.010 and ADR.OPS.C.015.



E.2.3 Responsibilities of NATS to maintain ANS Equipment

NATS Engineering both undertake and coordinate the specialist maintenance of NAVAIDs in use at the airport (ILS, PSR/SSR Radar, DME, ATC Frequencies Radio comms etc). Separate maintenance manuals and programmes are maintained by NATS for the purpose, and are subject to separate audit by the CAA. NATS is a Certificated ANS Provider (EU1035/2011).

E.2.4 Coordination between Airfield Operations, Facilities Management and NATS

An Operations Team meeting for the week ahead takes place each Thursday morning in the MACC attended by representatives of all airfield departments.

CIAL Aerodrome Management Team (Managers and Duty Team)

AFS

Facilities Management

Marketing Team

Car Parks and Concessions The following external parties also routinely attend

NATS ANS

Handling Agents

Airport Police

The Facilities Management Team have regular contact with Airfield Operations both through the fault reporting process and when called to inspect an area thought to require immediate attention. In addition to the above, Facilities Management work closely with on any faults coming to the notice of the ATC VCR panel lighting panel operators. ATC, in consultation with the Head of Airfield Operations, are responsible for taking appropriate NOTAM action for major lighting failures.

E.2.5 General record keeping and log keeping (ADR.OR.D.035)

E.2.5.1 General

Cardiff Airport keeps records of all of its activities undertaken under regulation (EC) No 216/2008. These records may be paper based, electronic or a combination of both. Original hardcopy records are stored by the department or section undertaking the activity. Records are stored in a manner that ensures they are readily retrievable, legible and shall not be subject to loss, damage or deterioration. Electronic records are stored on specific group drive folders. Electronic records are stored in a manner that ensures they are readily retrievable and are backed up as described in Part F of this Manual. Cardiff Airport has in place policies and procedures for the management of its documents and records including retention periods. Records are generally kept for a period of 5 years, except in the case of personnel records where the record is kept for a period of 5 years after the person has ceased employment with CIAL. E.2.5.2 Paper and electronic records

Full and concise documentation are paramount to the efficiency of the three tier inspection system. For AFS surface inspections, level 1 inspections are annotated in the surface inspection logbook held by the AFS. The logbook provides evidence of personnel carrying out inspections and times of inspections. At shift change, a handover sheet is passed to the incoming shift by the AFS Duty Manager which will record any operational issues. Level 2 records are stored on the AFS group drive in accordance with the Fire Service Manual. Level 3 records are the responsibility of the Head of Airfield Operations.



Records of light replacements are held with Facilities Management in the Inspection Log Book. PAPI alignment checks are recorded by Facilities Management in their daily duty Log as well as scheduled alignment checks recorded in the logbook. Urgent faults are reported via the Airport technical service desk fault line which is available 24/7. Any urgent defects are reported on to the Head of Airfield Operations or AFS Duty Manager. E.2.5.3 Data Protection

All records are managed in accordance with the Data Protection Regulations

E.2.6 Follow-up Actions and involvement of Aerodrome Management Team

Issues raised during tier 1 inspections are reported to the AFS Duty Manager who will determine the level of priority and whether immediate action is to be taken. Faults requiring remediation by the Facilities Management Team will be entered to the Fault Reporting System. Where necessary the Head of Airfield Operations or other senior management may be notified. Level 2 inspections are undertaken by the AFS Duty Manager. Issues raised during tier 2 inspections are recorded on the inspection record sheet and may include further commentary on faults identified by Level 1 but not yet resolved. On returning to the station after completing the Level 2 inspection, the AFS Duty Manager completes the airfield inspection form and forwards it to the Aerodrome Management Team. The Level 2 form records the nature of the fault and location using an Airfield Map grid reference. The Fault Reporting System logs all faults as “open” until rectified or resolved. The system automatically generates an email to the Aerodrome Management Team when the fault is resolved. Level 3 inspections follow the same reporting process for new faults picked up. They may also focus on issues raised through Level 1 and 2 inspections, and be used to inform ongoing maintenance programme, or specific monitoring of particular areas by the Duty Teams.

E.2.7 General arrangements and means of communicating with the air traffic services

unit during inspections

E.2.7.1 Overview

Inspections are communicated to ATC in accordance with the relevant LOP for the inspection. Ordinarily this is done either directly by VHF Radio, or by mobile telephone contact to the NATS Watch Manager.

E.2.7.2 Air/ground and Operational Ground Radio Communications – procedures

NATS MATS Part 2 details R/T procedures generally. All users of R/T equipment are trained in accordance with CAP413 Manual of Radiotelephony Manual. For CIAL and third parties driving on the Aerodrome, and requiring to communicate with ATC, OSI Airfield Driving Permits provides for a system of validation and maintenance of competency. CWL expects that all personnel who require “M” and “R” ADP’s should already have undertaken an RTF course prior to attending the CWL course (and to provide evidence that they have passed it). CWL will test the knowledge of students on RTF before the course starts and personnel who fail to meet the required standard will not be accepted on the course.



OSI Airfield and Apron Rules and Procedures further requires that all personnel operating airside and using radios are to ensure that the appropriate radio procedures are used. Transmissions are to be succinct and accurate. Identification is to be by call-sign. Crossing of runways and active taxiways are to be accorded particular attention. Contractors working on the airfield do so under works permit and supervisory arrangements will include provision for R/T cover as necessary and appropriate.

E.3 Arrangements and procedures for reporting and recording changes to the

UK AIP entry

E.3.1 Procedures and frequencies for aeronautical data surveying

CAP1732 Surveys are normally undertaken annually. See also Part F of this Manual on Aeronautical Data and Aeronautical Information.

E.3.2 Coordinating changes to the UK EGFF AD entry

See Part F on Aeronautical Data and Aeronautical Information. E.3.2.1 Operational NOTAMs

See Part F on Aeronautical Data and Aeronautical Information.

E.4 Procedures for accessing the aerodrome movement area

E.4.1 Current procedures

The Airport Security Programme provides for procedures for controlling access to the Critical Part and the Airside Areas.

E.4.2 Coordination with the security agencies

CIAL cooperates with a number of UK Government Control Authorities which provide for the safety and security of users of the Aerodrome. These include:

South Wales Police

Port Health

HM Revenue & Customs

UK Border Force

E.4.3 Prevention of unauthorised entry into the movement area

E.4.3.1 General

CIAL controls access to the “Airside area” and “Critical part” in accordance with CAA Requirements (formerly within remit of the Department for Transport).



Access into the Airside and/or Critical Part Areas from landside is restricted to persons holding valid CIAL issued Security Passes, CIAL issued Visitors Passes or other forms of documentation deemed acceptable by CIAL Security. Access is only via dedicated access points (see below). All persons must wear their pass on outer clothing at chest height. All authorised persons and articles carried with them may be subject to search procedures as directed by the Department for Transport. The Airside area is protected by a security fence to DfT standards to prevent unauthorised entry. All vehicles accessing the airfield must have a valid vehicle permit issued by CIAL or else be escorted. E.4.3.2 Access/egress points to critical part

There are four entry and egress points to the Critical Part these are

Central Search

Staff Search (HBS)

Vehicle Check Point 1 (crash gate 7)

Vehicle Check Point 2 (abeam taxiway K). Under exceptional circumstances only, the Main Gate adjacent to Security Lodge may be used. The Airport Fire Service is located on the South Side of the airport and will validate via one of the recognised entry points each time they access the Critical Part. E.4.3.3 Other access points to airside areas

On the South Side of the Airport there is no direct access to the Critical Part. Companies which maintain premises straddling the Aerodrome boundary, are responsible for controlling access through their premises to the movement areas beyond. E.4.3.4 Perimeter security and security controls

The security of the airfield perimeter is the responsibility of the Airport Security Team. The Airport Fire Service also maintain a permanent presence and vigilance on the airfield.



E.5 Procedures and responsible personnel for aerodrome inspections This section describes procedures and responsible personnel for the inspection, assessment and reporting of the condition of the aerodrome movement area and other operational areas and facilities, (including runway surface friction characteristics assessments and water-depth measurements).

E.5.1 Inspections of the runway and aerodrome movement and operational areas

(ADR.OPS.B.015)

E.5.1.1 LOP Runway Inspections

Runway inspections are carried out by the Airport Fire Service.

Before commencing the runway inspection the driver must ensure that the vehicle and its radios are serviceable and complies with current airfield legislation this is to be carried out at the beginning of duty. Inspections are carried out towards traffic. Runway condition is reported to ATC over each third of the runway. During the hours of daylight a minimum number of six Level 1 inspections are to be carried out evenly spaced out during the hours of daylight, two level inspections (dawn, dusk) and a further four inspections of the runway and taxiways. All inspections are recorded in the Surface Inspections logbook. During the night inspections are to be carried out every two hours, or at least half an hour prior to any aircraft movement or at the discretion of ATC or the Duty Station Manager as mentioned above. Due to the limited visibility at night the vehicle will start on the centre line and will zigzag during its inspection. The full Level 1 procedure includes

Inspection of the runway surface condition including water drainage characteristics;

AGL fittings within the pavement including the structural integrity of the fittings;

Pit covers, drains and any other structural fittings within the paved surface;

Signage, markings and other visual aids;

Cleared and graded areas;

FOD detection and removal;

Wildlife control and the removal of remains



All inspections throughout the day provide for

Visual surface inspection focusing on the elements above

FOD detection and removal;

Wildlife control and the removal of remains E.5.1.2 Special inspections following reports of debris or an incident

Whenever debris is reported on the movement area, or a take-off is abandoned due to engine, tyre or wheel failure, or an incident occurs that is likely to result in debris being left in a hazardous position, the runway, taxiway or apron, as appropriate, is to be inspected before any other aircraft is allowed to use it and any debris removed. E.5.1.3 Airfield areas inspections (see Section E.2 LOP Tier Inspection Process)

A detailed Level 1 inspection of the airfield is carried out a minimum of twice during the hours of daylight (dawn and dusk), with a further four inspections spaced throughout the day. The inspections are carried out by the Airport Fire Service Bird Control Officer in an appropriately equipped vehicle. The team operates on a “listening out” basis with ATC at all times. The inspection includes paint markings, surface condition, light fittings, FOD, runway guard lights, signs, works in progress. Level 2 inspections are carried out by the AFS Duty Manager. Inspection teams are trained to note and report anything which may affect the serviceability of the airfield. The team will take appropriate action, including closing a section of the airfield (via ATC), if a fault presents an immediate danger to aircraft operations. The AFS Duty Manager will inform the Head of Airfield Operations of any issues. Additional ad-hoc inspections are carried out at the request of ATC and before the re-opening of a section of the airfield that has been closed for any reason.

E.5.2 Arrangements and means of communicating with the air traffic services unit

during inspections

Communications are in accordance with procedures outlined in Section E.2 describing General Communications with ATC, and with specific operating procedures as set out as required in OSIs and LOPs.

E.5.3 Inspection checklists, logbook and record-keeping

These activities are undertaken as appropriate to the specific inspection, in accordance with general procedures outlined above, and specific operating procedures as set out in LOPs and OSIs, and as described earlier in this Part E.

E.5.4 Inspection intervals and times; reporting results and follow-up actions

These activities are undertaken as appropriate to the specific inspection, in accordance with general procedures outlined above, and specific operating procedures as set out in LOPs and OSIs.



E.6 Sweeping and cleaning E.6.1.1 General

In the interest of safety - runways, taxiways and aprons MUST be kept clear of loose stones or other objects/debris which could cause damage to aircraft or engines, or impair the operation of aircraft systems. Paved surfaces are inspected daily and whenever deemed necessary by AFS. In the course of their duties Facilities Management Technicians MUST also maintain keen observation for debris and take the necessary disposal action. E.6.1.2 Sweeping of aircraft manoeuvring areas

Sweeping of aircraft manoeuvring areas (Runways, taxiways and aprons) are swept by Airfield Operations using FOD-Boss or Road Sweeper.

E.7 Procedures for the inspection and routine and emergency maintenance of

visual and non-visual aids, as appropriate and the aerodrome electrical

systems. This section describes procedures for the inspection and routine and emergency maintenance of visual and non-visual aids, as appropriate and also aerodrome electrical systems (ADR.OPS.B.015, ADR.OPS.C.005 and ADR.OPS.C.015).

E.7.1 Inspections undertaken within the 3-tier inspection process

Responsibility for daily inspections rests with the Airport Fire Service. E.7.1.1 LOP Runway Inspections and LOP Airfield Surface Inspections

These LOPs provide for the regular checking of breakages of AGL and visual aids (paint markings, signage etc,) by the AFS within the 3 tier inspection process. E.7.1.2 Inspections of serviceability of AGL by the Facilities Management Team

The Facilities Management Team inspect AGL daily at dawn and dusk. E.7.1.3 Inspections by the Aerodrome Management Team

The Aerodrome Management Team include the inspection of AGL and approach lighting within the bi-annual level 3 inspections.



E.7.2 Inspections undertaken by Facilities Management; responsibilities and

procedures for the Inspection and maintenance of visual aids

E.7.2.1 General

The Facilities Management Team is responsible within CIAL for the maintenance of all installed AGL and its supporting permanent and standby power supplies. They are also responsible for the apron floodlighting. Inspection responsibilities include approach light and PAPI and photometric checks of runway surface lighting. This is achieved through a 24 hour shift operation under the control of a Team Supervisor. E.7.2.2 Daily Inspections and Maintenance of AGL

The AGL is inspected twice every 24-hours by the Facilities Management Technicians. Records of inspections and unserviceabilities are recorded in the AGL Daily Log and unserviceabilities are rectified at the earliest opportunity. Major unserviceabilities are notified to the Head of Airfield Operations and appropriate action taken accordingly (including requesting NATS issue a NOTAM if necessary). Maintenance is carried out by Facilities Management Technicians as and when required. E.7.2.3 Photometric Testing

Photometric testing will be undertaken quarterly by Tailor Made Systems Limited, with subsequent reports and recommended actions sent to the Head of Airport Facilities. All maintenance personnel have undertaken the CAA recognised Aerodrome Ground Lighting (WTI) course and are competent to work on AGL systems. E.7.2.4 Inspection of PAPIs

The PAPI installations are inspected for correct setting angles at least once per week by a Facilities Management Team Technician and if found necessary adjusted in situ. E.7.2.5 Flight Inspections

Routine flight inspections of Aeronautical Ground Lighting is carried out on the 180 day check of the ILS. This inspection is subject to a report originated by Flight Calibration Ltd on behalf of the Head of Airfield Operations . Additional flight inspections will be arranged if necessary after major maintenance, or developments affecting operational facilities. Flight check records are held by both the Head of Airfield Operations and by the FM Team. E.7.2.6 Communications and Navaids

The service, maintenance and necessary installation are undertaken by the NATS Engineering Department under contract to Cardiff Airport.

E.7.3 Inspection checklists, logbook and record-keeping

These activities are undertaken as appropriate to the specific inspection, in accordance with general procedures outlined above, and specific operating procedures as set out in LOPs and OSIs.



E.7.4 Inspection intervals and times; reporting results and follow-up actions

Inspection times and reporting intervals are procedure specific in relation to the infrastructure being maintained, as described above and also in Section E.2.

E.7.5 Operating, maintenance and repair instructions, servicing information,

troubleshooting and inspection procedures of aerodrome equipment

Inspection times and reporting intervals are procedure specific in relation to the infrastructure being maintained, as described above and also in Section E.2.

E.8 Procedures for maintenance of the movement area

The following sections describe procedures for maintenance of the movement area, including paved areas; unpaved runways and taxiways; runways and runway strips and aerodrome drainage.

E.8.1 Coordination via 3-tier inspections

The output of the 3-tier inspection process informs Facilities Management of the maintenance requirements for paved and unpaved areas, runway strips and aerodrome drainage.

E.8.2 Procedures

The following procedures provide for identifying and then coordinating maintenance of the movement area, including paved areas; unpaved runways and taxiways; runways and runway strips and aerodrome drainage.

LOP Airfield Surface Inspections (See section E.2).

LOP Runway Inspections



E.9 Procedures for aerodrome works (UKGM5 ADR.OPS.B.070 Aerodrome

works safety)

E.9.1 Coordinating, planning and carrying out construction and maintenance work

E.9.1.1 General and responsibilities

The Head of Airfield Operations is accountable for the continued safe operation of the Airport when airside work takes place. The HAO will coordinate the liaison with the CAA, ATC, Aircraft Operators, Contractors and other agencies as appropriate. The Head of Airport Facilities is responsible for scheduling airside works for ensuring that

appropriate risk assessments and method statements are in place

a full Health and Safety Brief be carried out

Work Permits are issued and that work takes place within site areas in accordance with the permit

The Aerodrome Management and Duty Teams (Airfield Operations and AFS), will monitor the worksite to ensure both its safety and the safety of those working within it or accessing to and from it. E.9.1.2 Major development works

Major construction and maintenance work is planned in advance and discussed at the Safety Review Board. The Head of Airfield Operations and Head of Airport Facilities agree a schedule of planned maintenance and OSIs, AIP amendments/NOTAMs are issued as necessary. At each stage from the inception of such work, including the planning, the airport will co-ordinate with the CAA to ensure that safeguarding is not compromised. Works that would directly affect the operation of the airport will be referred to the CAA for approval, using the Aerodrome Development Plan document held within the Airfield Operations office. E.9.1.3 Procedures for Works Permits and Hot Work

The Airport has published a Control of Contractors policy which is signed by the Accountable Manager. Contractors carrying out work at Cardiff Airport are required to be in possession of a Work Permit and/or Hot Work Permit, prior to commencing any works. The control of issue, Authorisation to Work form and instructions is provided for by the current DN Control of Contractors and the LOP Hot Works Permits. Contractors involved in any works at the airport will receive a comprehensive safety and operational brief from the Head of Airport Facilities or one of his direct reports as nominated. Where appropriate, and where the work takes place on the Manoeuvring Area, ATC and the Head of Airfield Operations will brief accordingly. All contractors will have to abide by the security implications of the Aviation Security Act as enforced by DfT, this will include control of access on the aerodrome and complying with all other demands of security. Minor works at Cardiff will be subjected to the supervision, approval and quality control of the Head of Airport Facilities.

E.9.2 Arrangements and means of communicating with air traffic services unit during

the progress of such work.

See General arrangements as described in Section E.2



E.10 Procedures for ground movement of aircraft on taxiway system

E.10.1 Ground movement of aircraft (AMC1 ADR.OPS.B.030)

All ground movement control on aprons and taxiways is by ATC in accordance with MATS Part 2. See parts C and D for description of taxiing routes, markings etc.

E.11 Procedures for apron management

E.11.1 General

The following OSI’s apply in relation to apron management activities:

OSI Redesign of NE Apron

OSI Airfield and Apron Rules and Procedures

OSI Airfield Driving Permits

OSI Driving Enforcement Programme

OSI Pushback Procedures

OSI Aircraft Engine Starts

OSI BAMC-CIAL Ground Running Interface Agreement

OSI Engine Running Procedures

OSI Passenger Safety on Apron Areas

OSI Aircraft Turnaround Plan

OSI Driveable Airbridge Operations Due to the location of the control tower, Air Traffic Control have a restricted view of the North-East Apron area. It is therefore a requirement that pilots include the stand location of their aircraft as part of the request for permission to pushback.

E.11.2 Transfer of the aircraft between air traffic services unit and the apron

management unit

Not applicable, ATC controls all ground movement of aircraft.

E.11.3 Allocation of aircraft parking positions

Notification of stand allocation and marshalling guidance available is given by ATC as the aircraft enters the movement area. Passenger aircraft stand planning is undertaken by the Handling Agent Swissport in accordance with current CIAL OSI Apron Layout and Stand Sizes. Swissport enter the stand allocation information into the CIAL Flight Information Display System for display in the passenger terminals.

E.11.3.1 Isolated Parking Position A suitable location on Taxiway Golf, or the adjacent Maintenance Area, will be utilised to park an aircraft that is required to be a minimum distance of 100m away from other parking positions, buildings or public areas.

E.11.4 Engine start and aircraft push-back

The current OSI Pushback Procedures applies. All operators should request clearance from ATC Ground Movement Control (GMC) to push-back, taxi or tow and should state their location in the initial call. Ground crews must ensure that the area into which an aircraft is to be pushed is clear of staff, passengers, vehicles and equipment before the pushback operation is started. Engine start should only take place when the person supervising the pushback has given permission. All aircraft manoeuvres must be accomplished using minimum practical power settings. Ground crew must return to the stand vacated by the aircraft via the stand centre-line.



E.11.5 Marshalling and ‘follow-me’ service

The current OSI Marshalling of aircraft applies. For stands 1, 2, 3, 4, 5, 6, 7/7L, 8, 8R, 9, 11, 12, 13, 14, 15, 16 and 17 parking with Marshaller guidance is mandatory. Stands 7/7L, 9 and 10 have serviceable Airbridges. Stands 10 is equipped with the Safedock aircraft parking aid. Aircraft using the airbridge – park with the Safegate docking system. Aircraft NOT using the airbridge will be marshalled. Normally the Flight Information System will only show the parking stand number, unless an aircraft is parking on Stands 7/7L, 9 and 10 not using the airbridge. In this case, an “M” will follow the stand number to indicate that the aircraft will be marshalled.



E.12 Procedures for apron safety management

E.12.1 Protection from jet blasts

This is controlled in several areas where appropriate to the activities being undertaken:


OSI Pushback Procedures

OSI Aircraft Engine Starts

OSI BAMC-CIAL Ground Running Interface Agreement

OSI Engine Running Procedures

OSI Passenger Safety on Apron Areas

OSI Aircraft Turnaround Plan

E.12.2 Enforcement of safety precautions during aircraft refuelling operations

E.12.2.1 General

The following procedures apply:

OSI Airfield and Apron Rules and Procedures Refuelling operations at Cardiff International Airport are to be consistent with the guidelines set out within CAP 748 (Aircraft Fuelling: Fire Prevention and Safety Measures). All aviation fuel containers, including vehicles, must be clearly marked with the grade of fuel they contain. Drums or vehicles containing petroleum spirit should be marked as such and the words “FLAMMABLE” or “HIGHLY FLAMMABLE”, together with obligatory Hazchem markings. No vehicle should drive over fuel hoses whether in use or not General procedures are as follows:

all personnel to be fully conversant with the means of summoning AFS assistance (by telephoning Extension 2222/Southside 01446 712505).

Fuel vehicles must have an unobstructed access/egress around aircraft at all times.

Fuelling vehicles are to be positioned so that there is no requirement to reverse before exiting the stands. This is particularly relevant on Airbridges 7, 9 and 10, where space is very limited.

Only authorised persons and vehicles are allowed within the fuelling zone (ie. within 6 metres of the refueller.

Ground Power Units are to be positioned not less than 6 metres from aircraft fuelling and venting points.

The Fuel Company will determine whether fuelling should be suspended during adverse weather conditions and will inform CIAL accordingly.

Passengers embarking/disembarking during fuelling are to be guided outside the fuelling zone under supervision from a handling agent.

No mobile phones are to be used in the fuelling zone by either passengers or staff.



E.12.2.2 Refuelling with Passengers on Board

The current OSI Airfield and Apron Rules and Procedures applies. Subject to certain additional precautions fuelling may take place with passengers on board provided that:

a) The aircraft seating capacity is greater than 20. b) The fuel being used is Jet A1. c) All on board the aircraft have been warned smoking is prohibited and the No Smoking signs are illuminated.

E.12.2.3 Procedure in case of fuel spillage

The current OSI Airfield and Apron Rules and Procedures provides for procedures in the case of fuel spillage to maintain safety.

E.12.3 Monitoring the compliance of personnel on the apron in accordance with safety

procedures

OSI Airfield and Apron Rules and Procedures provides for rules governing safe conduct within the airside environment. It states that contravention of these rules by any airport staff will be regarded as a disciplinary matter. Action will depend on the specific circumstances, however, the ID pass of the individual could be removed from the airside area and their ID suspended. Third party operators could have their ID pass removed by the CIAL and will then be dealt with in accordance with their relevant Company’s Procedures or by the Police.



E.12.4 Procedures for the control of vehicles (ADR.OPS.B.025)

This section describes procedures for the control of vehicles operating on or in the vicinity, or the movement area, including traffic rules, speed limits and method for issuing driving permits and means of enforcement. E.12.4.1 Procedures for controlling airside driving

The procedures for controlling Airside Driving at Cardiff Airport are contained in the following OSIs OSI Airfield and Apron Rules and Procedures OSI Airfield Driving Permits OSI Driving Enforcement Programme The current OSI Airfield and Apron Rules and Procedures provides for the general regulations for the operation of vehicles, equipment and plant at Cardiff Airport, including setting apron speed limits. A general 15 mph speed limit is enforced on the apron. Drivers of fire service vehicles shall not exceed 15 mph without due cause. In addition, a 5 mph speed limit is enforced on the North East apron between VCP and Airbridge 7 and Stand 11 to MT Section. The current OSI "Driving Enforcement Programme" provides for a system of enforcement of driving penalties. The current OSI Airfield Driving permits provides for a system of validation and maintenance of competency (also as described in Part B of this Aerodrome Manual). Additionally the following OSIs are also relevant and include within their scope safety related requirements which directly relate to the control of vehicles or provide for safe operating environments: OSI Aircraft Turnround Plan OSI Vehicle Access Critical Part OSI Use of IPods, MP3 and Other Similar Devices E.12.4.2 Vehicle permits

All motorised vehicles are required to display a valid Airside Vehicle Permit (AVP), renewed annually and issued from the Operations Department of the Airport Company in accordance with the current OSI Airfield and Apron Rules and Procedures.



E.13 Airport Safeguarding including wildlife management, obstacle control and

monitoring, and planning

E.13.1 Procedures for wildlife hazard management (ADR.OPS.B.020)

This section describes procedures for wildlife hazard management, including assessing wildlife hazards and arrangements for implementation of the wildlife control programme and promulgation of the relevant information to stakeholders. E.13.1.1 General overview

Historically, the assessment of risk associated with bird activity is deemed to be low, despite the proximity to established feeding grounds such as the coastline and Aberthaw Quarry. There is no statistical or historical evidence that birds transit the aerodrome in large numbers and when they do, they are discouraged from settling by active methods of bird control. Airfield Operations and the Airport Fire Service are responsible for different aspects of wildlife hazard control. The on-Airport Habitat is the responsibility of Airfield Operations, and also monitoring of off airport habitat and development within the 13km radius circle. On airport habitat maintenance is the responsibility of the Airfield Operations Officer (AOO). This encompasses grass cutting, monitoring of the condition of soft areas and, in the case that restorative or specialist works are required, supervising the works of landscape contractors. The AOO also collates birdstrike information and produces statistics for review by the Head of Airfield Operations and the wider Aerodrome Management Team. The Airport Fire Service are responsible for day to day on-airfield bird hazard control and wildlife strike reporting, and provide for a dedicated Bird Control Officer (BCO) within their manning level. BCU activities are undertaken utilising the Airport’s Ranger vehicles with the call signs ‘Ranger 1’ and ‘Ranger 2’. The BCO aims to provide a continuous presence on the airfield in the daylight hours and outside of these hours when operationally required. Local knowledge and experience is also used in respect of controlling seasonal bird activity and behaviours, e.g., in dispersing birds attempting to congregate on the runway before first light. The Fire Service Manager has also nominated a Bird Control Coordinator, within the AFS Team. For further information and procedures that are adopted at Cardiff, refer to the Fire Service Manual and the Wildlife Hazard Management Plan (WHMP).



E.13.1.2 Procedures relating to Wildlife Hazard Control

Wildlife Hazard Management Plan (WHMP) The WHMP contains full details of how the airport manages the risks associated with wildlife on and in the vicinity of the Aerodrome. The plan is subject to review by the Head of Airfield Operations annually unless significant changes necessitate a more frequent review. Full details of the wildlife control policies and procedures are contained in the current CIAL Bird Control Operations LOPs.

General Wildlife Control Duties

Disposal of Bird Carcass Wildlife Remains

Reporting and Recording of Bird Strikes/Wildlife

Frequency of Wildlife Patrols

Use of Verey Pistols

Shotgun Procedures

Use of the Scarecrow Unit

Dealing with Misfires Primetake Cartridges

Bird Control Operations During LVPS E.13.1.3 Recording inspections; use of Ultima system

The AFS BCO uses the ULTIMA tablet based recording system to maintain records of wildlife and dispersal activity. E.13.1.4 Methods of dispersal

The focus of the bird hazard management is on reducing the likelihood of birdstrike involving ‘high’ and ‘medium’ risk species to as low as is reasonably practicable, whilst accepting that the risk can never be entirely eliminated. Active dispersal is undertaken using a variety of common methods including:

Verey Pistols

Scarecrow

Use of lure

Lethal Control

Handheld Lasers E.13.1.5 Habitat management

The Airport utilises a ‘long-grass policy’ in accordance with CAP 772. Responsibility for habitat management and grass cutting rests with the Airfield Operations Officer. E.13.1.6 Reporting birdstrikes to the CAA

OSI Reporting and recording of birdstrikes/wildlife applies. It is the responsibility of the AFS Duty Manager to report bird strikes to the CAA. All confirmed and unconfirmed birdstrikes must be reported and recorded to ensure all required operational processes or activities have been appropriately carried out. It is important to collect accurate information on all bird strikes that occur, including details of the species.



E.13.1.7 Further reporting and follow-up actions

The Head of Airfield Operations, Airfield Operations Manager, Fire Service Manager, Aerodrome Operations Officer and designated AFS staff will be notified by email. A separate form (BS772) is also filled out by the BCO and collected by the AOO. Birdstrikes are a CIAL Safety KPI and are reported by the Head of Airfield Operations to the Safety Review Board and are reported to the Board of CIAL in the Annual Safety Performance report. All strikes at Cardiff Airport are analysed by the Airfield Operations Officer and every effort is made to identify the species involved. The information is used in annual ‘Bird Hazard Risk Assessment’ undertaken by the AFS Bird Control Coordinator which provides information highlighting any species where the residual risk remains too high and further mitigation is required. The BCO and NATS jointly coordinate activities to monitor and control bird hazard on the airfield on a day to day basis, with communication between these teams, and record keeping in accordance with section E.2.

E.13.2 Procedures for obstacle control, monitoring and promulgation

(ADR.OPS.B.075)

This section describes procedures for obstacle control and monitoring within and outside of the aerodrome boundaries and notification to the Competent Authority, of the nature and location of obstacles and any subsequent addition, or removal, of obstacles for action as necessary, including amendment of the AIS publication and responsibility for obstacle lighting on and off the aerodrome. Note that the CAA requires prior notification of some changes – see Part B in this regard and with respect to compliance with ADR.OR.B.040(a)(2). Obstacle surveys are carried out by a specialist CAP1732 surveying company Paul Fassam Geomatics Ltd. Note: CAP232 has been replaced by CAP1732 and references within this manual have been updated. E.13.2.1 General overview

The identification, measurement and promulgation of obstacle information is carried out in accordance with CAP738 “Safeguarding of Aerodromes” and CAP1732 ‘Aerodrome Survey Guidance’. Responsibility for the management and promulgation of obstruction surveys rests with the Head of Airfield Operations (HAO). E.13.2.2 Procedures to ensure on-airport development does not give rise to obstacles

The Head of Airfield Operations is responsible for ensuring that all on-aerodrome developments within the safeguarded area are compatible with safeguarding requirements and for submission of CAP791 approval documentation to the CAA. The Head of Facilities Management will consult with the Head of Airfield Operations regarding any projects airside. The Head of Facilities Management is

responsible for airside works (both major capital projects and minor works) and, in consultation with the HAO) for risk assessments and safety inspections as required.

responsible for ensuring that all project installations and remedial works are undertaken on the airfield in a safe and responsible manner.



Technical safeguarding of ATC navaids and radar is the responsibility of NATS CNS team, following referral of relevant applications from the Head of Airfield Operations. E.13.2.3 Restrictions on and Removal of Obstacles (CS ADR-DSN.H and J)

The implementation of works to address any new obstacles associated with the obstruction surveys is the responsibility of the Head of Airfield Operations through an approved contractor or Cardiff Airport Facilities Management. E.13.2.4 EASA safeguarding requirements

Objects must not extend above the obstacle limitation surfaces as defined in EASA EASA-CS-DSN Chapter H and Chapter J (see particularly Tables J1 and J2 within that document). Summary text describing these requirements is as below. CIAL does not permit objects save for those essential to navigation within the runway strip. All such objects are frangible and, where appropriate, lit. Approach runway safeguarding is to the appropriate standards for a Code 4 precision instrument runway including

conical surface;

inner horizontal surface;

approach surface and inner approach surface;

transitional surfaces and inner transitional surfaces; and

balked landing surface. CS ADR-DSN.J.480 Precision approach runways Fixed objects should not be permitted above the inner approach surface, the inner transitional surface or the balked landing surface, except for frangible objects which because of their function should be located on the strip. Mobile objects should not be permitted above these surfaces during the use of the runway for landing. New objects or extensions of existing objects should not be permitted above an approach surface or a transitional surface except when the new object or extension would be shielded by an existing immovable object. New objects or extensions of existing objects should not be permitted above the conical surface and the inner horizontal surface except when an object would be shielded by an existing immovable object, or after safety assessment , it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. Existing objects above an approach surface, a transitional surface, the conical surface and inner horizontal surface should, as far as practicable, be removed except when an object would be shielded by an existing immovable object, or after safety assessment , it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes.



CS ADR-DSN.H.445 Obstacle Free Zone(OFZ) CIAL establishes an OFZ. This is intended to protect aeroplanes from fixed and mobile obstacles during Category I operations when approaches are continued below decision height, and during any subsequent missed approach or balked landing with all engines operating normally. It is not intended to supplant the requirement of other surfaces or areas where these are more demanding. The OFZ is made up of the following obstacle limitation surfaces: (1) inner approach surface; (2) inner transitional surfaces; and (3) balked landing surface. CS ADR-DSN.J.485 Runways meant for take-off New objects or extensions of existing objects should not be permitted above a take-off climb surface except when the new object or extension would be shielded by an existing immovable object. Existing objects that extend above a take-off climb surface should as far as practicable be removed except when an object is shielded by an existing immovable object, or after safety assessment it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. CS ADR-DSN.J.490 Other objects Objects which do not project through the approach surface but which would nevertheless adversely affect the optimum siting or performance of visual or non-visual aids should, as far as practicable, be removed. Anything which may, after safety assessment , endanger aeroplanes on the movement area or in the air within the limits of the inner horizontal and conical surfaces should be regarded as an obstacle and should be removed in so far as practicable. E.13.2.5 Temporary Obstacles within Runway Strips

See here for responsibilities in the event that it is required to redeclare runway distances, including the requirement to receive authorisation from the CAA. Temporary obstructions, ditches etc. in the manoeuvring area will be treated, marked and lit by a Facilities Management Technician. E.13.2.6 Issuing of NOTAMs

NOTAMs will be actioned by NATS ATC on CIAL’s behalf with the AIS, defining position and height of obstruction and, if necessary and with the approval of the CAA, revised distances. Departing and arriving pilots will be of the relevant information by ATIS or RTF as appropriate. E.13.2.7 Annual review of survey data

The frequency of the Obstruction Surveys/ Check Surveys is based on the recommended schedule published in CAP1732 and is normally undertaken annually. Following receipt of the most recent CAP1732 data, a review is coordinated by the Head of Airfield Operations which focuses on changes in obstacles and in particular new obstacles within the approach and take-off climb surfaces for the aerodrome. The CAP1732 survey provider will bring to the attention of the Head of Airfield Operations any new obstacles, or changes in existing obstacles which it considers significant and in particular those which are likely to give rise to changes in the Instrument Approach Procedures or departure performance “Type A” surfaces. The Head of Airfield Operations will both bring changes and recommendations to the attention of the SRB and notify the CAA if and as required. Appropriate and proportionate action will then result.



E.13.2.8 Procedures for undertaking Obstacle Surveys

Obstacle Surveys to WGS 84 standard and the schedule contained in CAP1732 are carried out for Cardiff Airport by Paul Fassam Geomatics Ltd (a contractor approved by the CAA to provide this information). The following steps shall be followed annually by the Head of Airfield Operations upon receipt of the completed CAP1732 survey / check survey from the appointed CAP1732 Survey Contractor

1. Confirm copy of survey and completed “Survey Declaration Form” sent to, and received by NATS AIS (on behalf of the Competent Authority).

2. Complete confirmation of receipt form & return to CAP1732 Survey Contractor. 3. Review data and assess any changes to previous survey. 4. Agree response to any new or varied obstacles. Responses may include:

i. Develop management plan to remove or lower ii. Amend AIP entry to include or delete obstacle iii. Marking and/or lighting of the obstacle iv. No further action (with justification) v. Amendments to Aerodrome Manual

5. Investigation of any new obstacles to ensure that the planning pre-notification and

assessment process is working as described 6. Review and amend AIP obstacle plan and lists and submit 7. Action and follow-up management plan to remove obstacles (if applicable) 8. Where appropriate, amendment of controlled documentation

E.13.2.9 The following procedures for the safeguarding of temporary obstacles apply

Undertaking safeguarding of temporary obstacles on the Aerodrome (including for example cranes on or in the vicinity of the Aerodrome) is the responsibility of the Airfield Operations Manager.

E.13.3 Procedures for monitoring hazards related to human activities and land use, on

the aerodrome and its surrounds

Under the terms of ODPM Circular 1/2003: “Safeguarding Aerodromes, Technical Sites and Military Explosives Storage Areas: The Town and Country Planning (Safeguarded Aerodromes, Technical Sites and Military Explosives Storage Areas) Direction 2003”, the Airport Company is responsible for safeguarding the aerodrome facilities of Cardiff Airport. Within the scope of the above circular, Cardiff Airport has the role of Statutory Consultee, to relevant planning applications submitted to Local Planning Authorities, whose districts lie within the Airport’s Safeguarded Area. This function is discharged on behalf of the Airport Company, by the Head of Airfield Operations. The HAO is supported by the senior management team as appropriate in this regard. Where necessary NATS can also provide support to CIAL with technical safeguarding of radio navigation aids. Full details of the various aspects of Aerodrome Safeguarding and the process by which it is to be achieved are set out in the Airport’s Aerodrome Safeguarding Manual.



The Aerodrome Safeguarding process employed by Cardiff Airport accords with that stated in CAP738 Safeguarding of Aerodromes. The Safeguarded Area is defined by reference to the aerodrome safeguarding criteria set out by CS-ADRDSN.H and associated Guidance Material.

E.13.4 Relevant inspection checklists, logbook and record-keeping; inspection

intervals and times; reporting results and follow-up actions.

The CAP1732 survey is undertaken annually as described above, and generates its own programme of follow up action, again as described above. Where appropriate action to deal with obstacles may fall within the scope of the SRB.



E.14 Procedures for ensuring the safe handling and storage of fuel and

dangerous goods in the aerodrome (ADR.OPS.B.055)

E.14.1 Aviation Fuelling - general

All fuels to be used in aircraft require special handling. Negligence or carelessness in the storage, handling of fuel or an error can endanger an aircraft and the lives of all on board. It is therefore essential that the correct grade and quantity of fuel is supplied and that it is in a fit condition for use in aircraft. All companies are advised of the fire risk which is highlighted in CIAL OSI Airfield and Apron Rules and procedures.

E.14.2 Equipment, storage areas, delivery, dispensing , handling and safety measures

E.14.2.1 Responsibilities

CIAL ADR.OPS.B.055 “Fuel quality” requires that the aerodrome operator verifies that organisations involved in storing and dispensing of fuel to aircraft have procedures to ensure that aircraft are provided with uncontaminated fuel and of the correct specification. CIAL employs an independent specialist to undertake audits of fuel companies on its behalf. CIAL also undertakes ad-hoc inspections from time to time to satisfy itself that the companies involved comply with the ANO and CAP748. CIAL OSI Airfield and Apron Rules and procedures also provides for controls on all fuelling activities at CIAL. Companies storing and delivering fuel also maintain their own procedures in accordance with CAP748 as described below. Fuel companies Each of the companies specified below is responsible for the reception, storage, quality control and delivery of the aviation fuel it dispenses in accordance with Article 217 of the Air Navigation Order (CAP393).The requirements of the Air Navigation Order and CAP748 apply. Arrangements for the receipt, storage, quality control, delivery of aviation fuel and statutory requirements under the Air Navigation Order and CAP 748 rests with the person responsible for the management of the fuel installations. Companies supplying fuels to Cardiff Airport are responsible for ensuring that it is from batches that they have tested, and having been certified as meeting the relevant specifications, and for seeing that it is delivered into storage at the Aerodrome in accordance with their Company’s code of practice and legal requirements. A certificate to this effect is to be included in the release note accompanying each assignment.



E.14.2.2 Details of companies receiving, storing and delivering fuel

There are three companies which are permitted to dispense aviation fuel at Cardiff Airport as shown in the table below.

1 2 3

Company North Air Swissport Aeros Flight Training

Location/ contact

North Air Fuel Farm Mark Jones (Manager) Cardiff North Air Airport Terminal Barry Vale of Glamorgan CF62 3BD E-mail: [email protected] T: 01446 710281

Swissport Fuel Farm Swissport Fuel Farm Norman Apron Cardiff Airport Vale of Glamorgan CF62 3BD E-mail: [email protected] T:01446 712610

Aeros Flight Training Operations Manager The White Building Southside Cardiff International Airport Barry Vale Glamorgan CF62 3EQ E-mail: [email protected] Telephone: 01446 710000

Scope of services

Jet A1 is available through the Northair Manager who retains responsibility as the designated person under ANO.

Jet A1 is available through the Swissport Fuel Farm Manager who retains responsibility as the designated person under ANO.

Provision of AVGAS for their own operation and General Aviation users on request.

Means of delivery to location within CIAL’s boundary

BP and Q8 fuel is supplied by tender to the Northair Fuel Farm to the North East of the airfield, with all access via Security Control Point at the Vehicle Check Point. This area is airside and subject to DfT controls. Upon delivery, the fuel is checked. Subject to successfully passing the checks it is declared as having satisfied the required criteria.

Gulf Aviation fuel is supplied by tender to the Swissport Fuel Farm on the Southside of the airfield. This is an airside location, but is outside of the Critical Part (CP). Additional security checks have been implemented to ensure all fuel vehicles entering the CP are appropriately checked and monitored in accordance with CAA/DfT requirements.

Avgas is delivered into their fuel bowser (parked airside locations outside of Critical Part).

Availability Availability is from 05:00 – 21:00 in Summer and 05:00 – 20:00 in the Winter or by prior arrangement outside of these hours.

Available between 0600-2230 or by arrangement with Swissport.

Available between 0830 and 1700 or by arrangement with Aeros.

FBO Fuel Availability Global Trek are a Fixed Base Operator (FBO) who operate from the Southside of Cardiff Airport and have the capability to deliver Jet A-1 fuel to their customers utilising their own refuelling tanker, which can be arranged directly with Global Trek operations. Contact Number: 01446 712699 E-mail: [email protected]







E.14.2.3 Emergency procedures

The AFS maintains procedures to enable response to the Fuel Farms although this could result in a temporary reduction of the Aerodrome RFFS Category. Emergency Procedures for the Northair Fuel Farm are detailed within North Air Emergency Orders in accordance with CAP 748. These procedures may be subject by external specialists on behalf Cardiff Airport Limited.

E.14.3 Quality and correct specification of aviation fuel; audit and inspection intervals,

checklists, sampling and record keeping

North Air, Swissport Fuel Farm and Global Trek Avtur Jet-A1 fuel remains within the control of the Northair, Swissport Fuel Farm and Global Trek Managers, who ensure the management of the fuel is consistent with those requirements of Northair, Swissport and Global Trek respectively and Cardiff Airport. Aeros Flight Training Quality of AVGAS whilst stored at Aeros conducted under agreement by Swissport Fuellers in accordance with their established Codes of Practice for fuel Quality Control and monitoring. However, to ensure accountability, accessibility and consistency of control, and to facilit audit by CIAL they must ensure the following:

a) Water Contamination Checks Daily checks are carried out and the results are recorded on the daily sheets for: i) Visual checks ii) Litmus paper checks iii) Samples which are taken daily - these will be retained for inspection for 7 days b) Receipt and Dispensing Records Aeros must maintain a record of the delivery of fuel to all flying clubs and home based operators who in turn maintain a record of their daily sheets of any fuel dispensed to aircraft. c) Routine Inspections Swissport Fuellers must carry out daily inspections of their refuelling tankers which include: i) Pressure drop across filters. ii) Hose state. iii) State of bonding devices. d) CIAL Audit Cardiff Airport will monitor fuel management procedures followed by all of the above to ensure they meet the requirements of CAP 748. CIAL employs a specialist to undertake Audits and record keeping is within the scope of these.



E.14.4 General aircraft fuelling procedures and ramp safety

See current OSI Airfield and Apron Rules and Procedures. E.14.4.1 Dealing with fuel spillages

See current OSI Airfield and Apron Rules and Procedures. E.14.4.2 Fuelling when passengers remain on-board the aircraft

This is permitted subject to restrictions as described in current OSI Airfield and Apron Rules and Procedures. E.14.4.3 Helicopters

Passengers are not to remain on board during fuelling operations. E.14.4.4 Military Helicopters

Occasionally requests are made for provision of a “rotor turning refuel”. CIAL does not have the expertise or requirement for this operation and therefore all requests for such are to be denied.

E.14.5 Dangerous goods (ADR.OR.D.020(b))

E.14.5.1 Dangerous goods loading point

See the current OSI Parking of Military Aircraft and Handling of Dangerous Goods regarding procedures for managing military aircraft carrying munitions and other aircraft carrying dangerous goods.



E.15 Adverse weather (ADR.OPS.B.050)

E.15.1 General

E.15.1.1 Aerodrome Observations/ Meteorological Information

Local observations are made automatically each half hour by NATS equipment and fed into the ‘Metcom’ system for local distribution and for transmission through the worldwide network. E.15.1.2 Measurement of IRVR

IRVR automatically provides ATC with RVR information from two sites (touchdown and stop-end) when visibility is 1500 metres or less. The equipment interfaces with the runway edge lights. If the IRVR is unserviceable, the RVR information may be obtained (upon request by ATC) from the AFS. Safeguarding takes place when met-vis or IRVR is 1300m or below. Low Visibility Procedures commence when met-vis or IRVR 1000m.

E.15.2 Weather Warnings

Aerodrome warnings for Cardiff Airport are issued by the Meteorological Office when one or more of the following phenomena occurs, or is expected to occur:- • gales/strong winds; • thunderstorms; • hail and freezing precipitation; • frost; • surface icing; • fog; • snow; • marked low level temperature inversion; • vertical wind-shear (based on aircraft reports only) Weather warnings are received by the Airfield Operations Team and are promulgated throughout the Airport community by means of e-mail alerts. The AFS are notified directly by the meteorological service provider (NATS). NATS will issue NOTAMs as appropriate. Out of hours the AFS Duty Manager also accesses weather information through various websites on the Internet, and has site-specific detailed forecasts during the Winter months obtained daily from the Met Office and Open Runway to assist in the decision making in relation to anti-icing and snow preparedness.



E.15.3 Low visibility operations (ADR.OPS.B.045; UKGM ADR.OPS.B.045)

This section provides a general description of the operational procedures adopted in periods of reduced visibility including coordination with NATS, Airfield Operations and Facilities Management, standard taxiing routes, control of activities and measurement and reporting of runway visual range. E.15.3.1 General overview, purpose and procedures implemented

During periods of reduced visibility it is necessary to introduce procedures to ensure that high levels of safety are maintained in aircraft movement areas and that runway operations are properly safeguarded. Procedures are established

to define low visibility conditions

to ensure co-ordination between CIAL departments and ATC.

to instigate notification and control measures appropriate to defined conditions

to ensure visual and non visual aids are available, serviceable and used appropriately

to safeguard the airfield, and place control movements of vehicles and personnel on it to ensure the safety of aircraft.

The following detailed procedures apply

OSI Low Visibility Procedures

LOP Low Visibility Procedures. The Low Visibility Procedures are subject to an annual table-top exercise coordinated by the Head of Airfield Operations.

E.15.3.2 Controls on personnel working airside

Airfield Work is heavily controlled in low visibility conditions (and in other adverse weather conditions). On initiation of safeguarding, all works within the instrument strip are to cease and all associated contractors and staff are to be removed. E.15.3.3 Aeronautical Ground Lighting

See Parts C and D regarding available lighting. AGL is controlled by NATS in accordance with MATS Part 2.



E.15.3.4 Navigation Aids Operating Procedures

MATS Part 2 S.6 describes equipment and NAVAIDs operating procedures. Flight checks of the ILS are carried out in by Flight Calibration Services Limited under a contract with Cardiff Airport. The current contract includes six-monthly checks of the ILS/DME and visual checks of runway AGL during the flight check. The IRVR equipment is maintained by NATS Engineering. See relevant MATS Part 2 entry.

E.15.4 Procedures for winter operations (ADR.OPS.B.035)

E.15.4.1 Procedures

The following procedures apply:

OSI Winter Operations Plan (includes provision to roster a Duty Snow Chief).

Winter Operations LOPs Also

LOP Three Tier Inspection Programme E.15.4.2 Snow Plan (CAP1168 UKGM2 ADR.OPS.B.035)

Cardiff Airport publishes OSI ‘Winter Operations Plan’ describing the actions to be taken by the Airport and those operating on the Airport to ensure that the safety of operations is maintained at all times. As part of the Aerodrome Safety Management System the ‘Winter Operations Plan’ is subject to annual review after the winter where any changes or improvements are agreed and the plan is then amended and published for the following winter. E.15.4.3 Measurement and Promulgation of Water and slush Depths on Runway

The reporting of runway surface conditions is undertaken in accordance with CAP 683 and described in OSI Winter Operations Plan. The following LOPs are relevant: LOP “Reporting of Runway Snow/Slush contamination” LOP “Reporting of Wet Runways”. E.15.4.4 Snow removal plan and procedures for its implementation, including a description of

the available means and relevant arrangements.

These procedures are contained within the current OSI “Winter Operations Plan” and LOP “Snow Clearing Operations”.

E.15.5 Procedures for operations in other adverse weather conditions.

E.15.5.1 Strong Winds

Full details of the procedures to be followed when strong winds are experienced are described in the current OSI “Action in strong winds” and include:

securing / stowing of all lightweight ground equipment

increased vigilance and inspections for FOD

additional chocking of aircraft wheels E.15.5.2 Frost / Surface Icing

See LOP “Monitoring of Runway / Taxiway Surface Conditions in Low temperatures”.



It is the responsibility of the AFS Duty Manager, in consultation with the Snow Chief, to monitor the runway surface conditions, to assist with this task the station manager has access to the Open Runway weather service in order to monitor the Air temperature and the Dew point temperature.

Runway Checks: When there is a possibility of ice forming the AFS Duty Manager must increase the quantity of runway/taxiway inspections and the number of inspections will be dependent on:

The frequency of aircraft movements i.e. less movements more inspections,

requests from ATC,

Prevailing weather conditions at the time.

The purpose of this runway / taxiway check is to pre-empt the formation of ice and when carrying out any runway inspection during this period, it is imperative that the Alpha / Bravo taxiway is also checked including all links. This check should be slow and methodical looking for ice formation.

If any degradation of the surface condition due to ice is suspected or starting to occur then the AFS Manager is to contact the Duty Snow Chief and inform them of the surface conditions including the expected aircraft movements before requesting the initiation of de-icing if de-icing is authorised by the snow chief then the call out procedure for the de-icing of runways is to be followed. E.15.5.3 Heavy Rain / Thunderstorms and other adverse weather

The fuel company will determine whether fuelling should be suspended during adverse weather conditions and advise CIAL accordingly.

E.15.6 Procedures for night operations (ADR.OPS.B.040).

Separate distinct procedures do not apply as the Aerodrome operates H24. NATS ATC are responsible for the illumination of AGL as required (see MATS Part 2 Procedures; AGL is illuminated depending on the prevailing conditions). Apron parking stand lighting operates automatically when required to ensure lux levels do not fall below the minimum standards referred to in CS ADR-DSN.M.750 Apron floodlighting.



E.16 Procedures for the protection of radar and other navigational aids, control

of activities, and ground maintenance in the vicinity of these installations.

E.16.1 General

Site restrictions are imposed to protect the integrity of operations and the accuracy of information provided to aircraft and Air Traffic Control (ATC) by the Instrument Landing System (ILS) other aids to navigation.

The material covered within Airfield Driving Permit and induction training ensures personnel awareness.

Sensitive areas are marked by signs and pegs on the ground.

Works permits control access by Contractors to the area including briefings from the Facilities Management Team and provision of escorts and site supervision as appropriate.



E.17 Procedures for the operation of aircraft with higher code letter at the

aerodrome including taxiing routes (ADR.OPS.B.090) E.17.1.1 General and procedures

EGFF is a Code E capable Aerodrome. It is not a nominated diversionary Aerodrome for Code F movements. EGFF does not require to promulgate an A380 movement chart in the UK-AIP. The A380 has operated at Cardiff Airport before (July 2013). CIAL received dispensation from the CAA to allow the movement to take place. Prior to the movement a full Operational Readiness Assessment (ORA) was undertaken and the following operational procedures developed:

Temporary Airport Operational Safety Instruction A380 Operations

ATC Supplementary Instructions entitled ‘A380 Operations’

ATC MATS Part 2

RFFS Task and Resource Analysis for Cat 10 The above prepared for the trial movement remain the basis for any further scheduled or unscheduled operations of the A380 and should be consulted.



E.18 Procedures and measures for the prevention of fire at the aerodrome

(ADR.OR.C.040)

E.18.1 General

ADR.OR.C.040 Prevention of fire requires that the aerodrome operator establish procedures to prohibit: (a) smoking within the movement area, other operational areas of the aerodrome, or areas of the aerodrome where fuel or other flammable material is stored; (b) display of an open flame or undertaking of an activity that would create a fire hazard within:

(1) areas of the aerodrome where fuel or other flammable material is stored;

(2) the movement area or other operational areas of the aerodrome, unless authorised by the aerodrome operator.

E.18.1.1 Procedures

The following procedures contain provisions to prevent fire at the Aerodrome

Director’s Notice Smoking Policy


OSI Use Of Mobile Telephones During Fuelling Operations

LOP Hot Works Permit The current OSI Airfield and Apron Rules and Procedures provides for the main controls together with contextual information as to why the controls are important. It provides for the following restrictions:

Fuelling operations Refuelling operations at Cardiff International Airport are to be consistent with the guidelines set out within CAP 748 (Aircraft Fuelling: Fire Prevention and Safety Measures).

Labelling of fuel containers All aviation fuel containers, including vehicles, must be clearly marked with the grade of fuel they contain. Drums or vehicles containing petroleum spirit should be marked as such and the words “FLAMMABLE” or “HIGHLY FLAMMABLE”, together with obligatory Hazchem markings. Actions in case of fuel spillage All potential sources of ignition are removed from a fuel spillage.

Smoking Smoking is not permissible by any personnel anywhere on the apron or manoeuvring areas, whether in vehicles or on foot. Prevention of smoking by passengers on board an aircraft being fuelled No smoking is allowed anywhere on board an aircraft by passengers or crew while that aircraft is being refuelled.

OSI Use Of Mobile Telephones During Fuelling Operations sets out the dangers associated with the proximity of any mobile telephones during any fuelling process, and states that it is essential that all staff understand and comply with the restrictions that they are turned off. LOP Hot Works Permits provides for control of airside works to prevent fire.



E.19 Procedure for calculating reduced Declared Distances where there are

temporary objects infringing the strip or obstacle limitation surfaces.

E.19.1 Definitions of declared distances and related terms

TORA – Take off Run Available The length of runway available and suitable for the ground run of an aircraft when taking off. TODA – Take off Distance Available ‘take-off distance available (TODA)’ means the length of the take-off run available plus the length of the clearway, if provided; In practice, the TODA is normally declared to the first upstanding obstacle after the declared TORA, and the earliest it can start is 60m beyond the end of the TORA to allow for the runway strip end. The Take-off climb surface (2%; 1:50) starts a minimum of 60m beyond end of TORA, or at the end of the clearway if provided. ASDA – Accelerate Stop Distance Available ‘accelerate-stop distance available (ASDA)’ means the length of the take-off run available plus the length of the stopway, if provided; ASDA must be protected by a runway strip. A “balanced field results when TODA = ASDA). LDA – Landing Distance Available Length of runway available and suitable for ground run of a landing aircraft. Runway Strip An area of specified dimensions enclosing a runway intended to reduce the risk of damage to an aircraft running off the runway and to protect aircraft flying over it when taking-off or landing. The runway strip extends 60m beyond those declared distances which anticipate a moving aircraft on the ground within their extent – ie. TORA, ASDA and LDA. The width of the runway strip is 75m either side of the runway centreline for visual runways (take-off and landing) and 150m for instrument runways.

Runway End Safety Area

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. The absolute minimum dimensions of the RESA are that it is twice the runway width wide, and 90m long, although it should extend to 240m long if at all practicable.



E.19.2 General responsibilities, process, consideration of hazards

E.19.2.1 Immediate action

If the runway in use is temporarily obstructed, the immediate action by the AFS Duty Manager is to instruct ATC to close the runway. The AFS Duty Manager will then make an assessment of the obstruction and its likely impact in conjunction with the Head of Airfield Operations and ATC. As directed by the AFS Duty Manager, or other Senior Management within CIAL, the ATC Watch Manager may then issue a NOTAM indicating the nature of the problem and likely duration. The remainder of this section is structured as follows:

General consideration of hazards and operational issues

Responsibilities of CIAL; calculating, checking and authorising redeclared distances

Responsibilities of ATC

Understanding options depending on the location of the obstacle A preliminary examination should show whether the obstruction can be moved within a timescale which does not significantly affect flight operations. If it is likely to take longer, the Head of Airfield Operations/Airfield Operations Manager will consider reducing the runway declared distances. A judgement call will need to be made on how long this period will be, however, it may be quicker overall if staff resources are directed to moving the obstruction, and providing recovery teams with unfettered access to the runway. This may mean that flight operations are indeed suspended over a period of several hours with a full closure while the obstruction is removed. Where the runway length available is less than declared in the AIP, it is essential that the potential hazards before, during and on ceasing operations with reduced runway length available and/or WIP are identified and mitigated as necessary in order to assure the safety of operations. A summary of actions to be taken in considering operations with reduced declared distances is given below.



E.19.3 General consideration of hazards and operational issues

(1) Hazards may include inappropriate or potentially misleading display of visual aids; inappropriate or misleading availability of navigational aids; adverse environmental impact; risks resulting from adverse or unusual meteorological conditions; and restricted obstacle clearance and wingtip separation distances. In addition hazards associated with the interaction of jet-blast must be considered. (2) Provision of ILS/LOC and visual aids are a key factor in enabling pilots to use onboard aircraft systems and establish safe, stabilised approaches. Removal of the ILS LOC/GP, or obstruction of key visual aids – especially the visual slope indicator (PAPI) - may affect airlines’ ability to maintain commercial passenger operations in compliance with EU-OPS (see Appendix 1 (New) to EU OPS 1.430). (3) The following must be considered

A revised runway strip, appropriate runway end safety area (RESA) provision and obstacle limitation surfaces, such as the approach and take-off climb surfaces, are implemented where necessary;

A safety zone is established between that area of the runway that is to be used by aircraft and the WIP or unusable runway;

That markings or lighting are provided to indicate clearly the extent of the area safe for use by aircraft and ensure that misleading lighting is not showing.

The presence, activities and movement on or around a runway or taxiway of contracted staff, who may not be familiar with the aerodrome and aviation practices as expected, are properly managed and controlled;

The impact on the ability of the rescue and fire fighting and emergency services to perform their functions is considered and addressed;

All operational information is correct, available and promulgated in a timely manner to all relevant parties;

Roles and responsibilities for operations and tasks associated with the reduction the runway length available are clearly understood and complied with;

E.19.3.1 Lighting and marking

Lighting likely to be the most effective way of indicating the safe extents of the runway for use by pilots and misleading lights must be removed from service.

Depending on exactly where the obstruction is, the coded runway centreline lighting will have to be switched off and PAPIs removed from service.

Edge lighting may have to be suppressed.

Temporary stop end and threshold lights should be set out. Depending on how the new distances are set out, lighting may have to be repositioned between movements if affected by jet blast.

Use of intermediate distances as marked or promulgated in the UK-AIP may need to be suspended in one or both directions.

To re-iterate: If it will take no more than 3-4hrs to move the obstacle, then it is not likely to be worth redeclaring distances. Wherever practicable, the suitability of the procedure should be tested prior to full implementation.



E.19.3.2 Checking and authorising declared distances prior to promulgation –

responsibilities of CIAL.

Two competent people are to undertake calculations for redeclared distances independently and to then cross check with each other. If they disagree, they are to redo the calculations independently until they reach the same result. The calculations are to be retained and signed by someone authorised to sign them. Those authorised to undertake calculations of redeclared distances at Cardiff are Rob Elias – Head of Airfield Operations Ray Imperato – Fire Service Manager Those authorised to approve the redeclaring of distances at Cardiff are Rob Elias – Head of Airfield Operations Ceri Mashlan – Director of Operations In the absence of the Head of Airfield Operations a person of Level 2 Responsibility or above will coordinate action within CIAL in consultation with the Manager Air Traffic Services, ATC Watch Manager or Senior Controller on Duty (SCOD). E.19.3.3 Responsibilities of ATC

The ATC Watch Manager or Senior Controller on Duty must advise the Head of Airfield Operations on any effects to the radio navigation, telecommunications or other equipment that they or pilots rely upon. Any changes in status or removals from service should be promulgated by ATC accordingly via NOTAM and ATIS.

E.19.4 Calculations - general

E.19.4.1 First establish the position and height of the obstacle

In all circumstances, the intent is to create a new runway configuration that is safeguarded appropriately – ie with a runway strip, RESA, and with clear approach and take-off climb surfaces. As a first step, the precise location of the obstruction and /or WIP must be established by measuring -

a) the distance (in metres) from each runway threshold and runway end to the nearest point of the obstruction, b) its distance from runway centreline measured at right angles. c) the height should also be measured - in feet. however, it may be necessary to measure the height in more than one place if the obstruction is large, e.g. a B747 aircraft, and should safeguarding slopes be affected.

Once the location is established it is then possible to determine whether any useful runway distances remain. Wind direction will have a major impact upon the choice of take-off and landing direction. If possible, landing of aircraft over an obstruction will be avoided since this involves marking and even lighting a temporary displaced threshold and the non-availability of approach lighting.



E.19.4.2 Summary of runway operations possible based on location of and height of the

obstacle

Within a distance of 75 m measured at right angles from the runway centreline The runway cannot be used unless declared distances are reduced as the obstruction is within the visual strip. Outside 75 m but within 105 m The full runway may be used as a visual strip for take-offs provided the position and height of the obstruction is subject of a NOTAM. Outside 105 m but within 150 m The runway may be used as an instrument runway provided that there is no penetration of the Obstacle Free Zone (OFZ) including approach and balked landing surfaces. The NATS Duty Telecommunication Officer must confirm that there is no degradation of the ILS. A NOTAM must be issued giving the height and position of the obstruction. NOTE: All aerials and RVR monitors at CIAL conform to the frangibility requirements set out in CS ADR-DSN.T.910. Outside 150 m - full strip width Unrestricted use, unless there is a penetration of the transitional surface or OFZ. A NOTAM will also be required. E.19.4.3 Marking and Lighting - Ends of Declared Distances

The end of pavement expected to be trafficked by aircraft on the runway shall be marked and lit by red glims which are held by the Facilities Management Team. For visual landings, the temporary threshold will be clearly defined by five marker boards or flags placed in the grass on each side of the runway as daytime wingbars.



E.19.5 Runway Declared Distances and Elevations – baseline information for use in

calculations

Cardiff Airport is classified as a Code 4E aerodrome as defined by CS ADRDSN.A.005. The Runway declared distances and threshold elevations are shown in the tables below.

Magnetic Brg.

True Brg.

Dimensions (m)

PCN

Surface

TORA ASDA TODA LDA

(m)

(m)

(m)

(m)

12 117 2392* x 46

50/F/A/W/T Grooved Asphalt

2352 2352 2502 2133

30 297 2354 2354 2506 2201

Runway Start of TORA

(ft) Start of LDA

(ft)

End of TORA/ ASDA

(ft)

End of TODA (ft)

12 201.0 205.0 208.7 201.9

30 208.7 212.7 201.0 197.2

Notes: (1) Distances are measured in metres and elevations in feet.

(2)The declared distances are calculated in accordance with EASA Certification Specifications and Guidance Material within Chapter B of Books 1 & 2 (CS and GM to ADR-DSN.B).

Intermediate Runway Declared Distances and other information are as published in the AIP section 2.13 (See Part D), for take-offs from the intersection of the taxiways with the runways. These are reproduced here as follows:

Runway designator

TORA TODA ASDA LDA Remarks

1 2 3 4 5 6

12 2318 m 2503 m 2318 m 2098 m

30 2354 m 2506 m 2354 m 2202 m





The datum line from which the intermediate runway declared distances for take off are determined is defined as the intersection of the downwind edge of the specific taxiway extended ahead to meet the runway centreline. The loss, if any, of runway length due to alignment of the aircraft prior to take-off should be taken into account by the operators for the calculation of the aircraft's take-off weight. Intersections used as intermediate take-off positions are identified by the taxiway designator to which the datum line of the associated reduced runway declared distance for take-off refers.



E.19.5.1 Aerodrome chart

The current AIP should be consulted. A link to the Aerodrome Chart in this document is here.



E.20 Procedures for the safe integration of other aviation activities such as

gliding, parachuting and banner towing E.20.1.1 General – information contained with UK-AIP

The current Cardiff EGFF AD2.22 entry of the UK-AIP should be referred to together with any current AIP Supplements or NOTAMs as published by the UK-AIS. The AD2.22 entry provides information in respect of co-ordination with St. Athan Aerodrome and the St. Athan Local Flying Zone (to the west of Cardiff) together with other Visual Flight Rules procedures which may be required by ATC. E.20.1.2 Provision of Air Traffic Services and coordination with St. Athan Aerodrome

NATS, under the Management of the Manager ATS, Cardiff Airport, is responsible for the provision of the aerodrome navigational services, including Telecommunications Services in accordance with the Contract of Agreement with the Airport Company, the Manual of Air Traffic Services and Telecommunications Instructions. An Air Traffic Control Service is provided to aircraft operating within the Cardiff Controlled Airspace which is defined as Class D airspace as published in the UK AIP. A Lower Airspace Radar Service is provided to participating aircraft operating within the Cardiff LARS area, also as published within UK AIP. An Approach Radar Control Service is available to aircraft operating to and from St Athan Aerodrome in accordance with the Letter of Agreement. E.20.1.3 Runway Selection

The selection of the runway in use (and circuit direction) is at the discretion of the Aerodrome Controller having regard to the actual and forecast Met conditions and aircraft requirement. Met forecasts and warnings are supplied by the Met Office. The Cardiff METAR is supplied by NATS Cardiff and passed to pilots in accordance with the Manual of Air Traffic Services, Part 1, Part 2 and the UK AIP. E.20.1.4 Procedures for Parachuting, Microlights, Gliders and Helicopters

Procedures for these operations are originated and promulgated as they are required, through Airport Operations Instructions, MATS Part 2 and the UK-AIS. E.20.1.5 Letters of Agreement

Cardiff Airport has entered into a contract with the Welsh Government (WG) for the provision of ATC Approach Services to St Athan Aerodrome. This takes the form of an operational agreement between the WG, ANSP at St. Athan, NATS and Cardiff Airport. This is included within documentation held by the ATS Unit at Cardiff Airport.



E.20.2 Noise Abatement Procedures

E.20.2.1 General

Noise abatement procedures are published in the AD2 section of the EGFF AIP entry. E.20.2.2 Aircraft Engine Ground Running for maintenance or test purposes.

The two positions where engine running for test or maintenance purposes can normally take place after consultation with CIAL to ascertain operational impact, and taking wind direction and speed into account are: a) the general aviation aprons on the southside of the aerodrome; b) Along taxiway Echo, North of Echo 2. The following conditions apply between 0730 and 2230 hours local time. i) Any aircraft can idle only on any stand, with a nominated person in charge of the engine run ii) Contact ATC for start-up and monitor frequency. iii) The responsibility for the safety of all passengers and staff in the vicinity of the engine run lies with the nominated person in charge. iv) Aircraft ground runs above "idle" must move to nominated locations as above. Engine running between 2230 and 0730 hours local time will only be permitted when absolutely essential. Airline Operators must contact Airport Operations for approval prior to contacting ATC for engine start.



E.21 Aerodrome emergency plan

E.21.1 General (ADR.OPS.B.005)

ADR.OPS.B.005 Aerodrome emergency planning requires that the aerodrome operator shall have and implement an aerodrome emergency plan that: (a) is commensurate with the aircraft operations and other activities conducted at the aerodrome; (b) provides for the coordination of appropriate organisations in response to an emergency occurring at an aerodrome or in its surroundings; and (c) contains procedures for periodic testing of the adequacy of the plan and for reviewing the results in order to improve its effectiveness.

E.21.2 Overview of Aerodrome Emergency Planing (ref UKGM1 to ADR.OPS.B.005(a))

The Airport Emergency Plan document should be consulted for full details of the Emergency Plan. An overview is given here. The Emergency Plan is designed to ensure optimum response by all existing agencies participating in emergency operations. It is confined exclusively to actions to deal with emergencies or incidents and provides details to individuals, or to departments, of the actions required to initiate the emergency plan. It sets out courses of action to be followed for a given emergency or incident (“Emergency Orders”) and details the lines of communication that will ensure all the agencies (or services) appropriate to the emergency are notified and alerted. It includes procedures for leading passengers evacuated from aircraft to secure areas away from the scene of an incident and for the establishment of survivor reception facilities. The response of the Cardiff International Airport Limited (CIAL) Management and emergency services to an emergency incident at the airport requires careful planning and a multi-lateral understanding of roles and responsibilities of all those involved. All participants involved in producing the Plan have developed the plan to avoid confusion and duplication of efforts during a major incident. The Plan has been developed to facilitate the timely and appropriate response to emergencies occurring in or within the immediate vicinity of Cardiff Airport. E.21.2.1 Purpose of the Aerodrome Emergency Plan

The purpose of the Cardiff Airport Emergency Plan is

a) to set out the responsibilities and required actions/roles of the various personnel/agencies involved in dealing with emergencies affecting the airport, local community and its business partners, in accordance with the guidelines promulgated by the national and international regulatory authorities.

b) to formulate a comprehensive action of rescue, medical, firefighting and post-accident operations to deal with the effects of any emergency that may occur at the Airport.



E.21.2.2 Statement of capability

Cardiff Airport is a designated as a Category 2 (Cat 2) responder under the Civil Contingencies Act. The procedures contained within the Airport Emergency Plan are in accordance with the national and international regulatory requirements (ICAO Annex 14 Volume 1 and Airport Services Manual, Airport Emergency Planning Part 7) and the Civil Contingencies Act. The RFFS Category Policy Statement is in Part C of this Manual. E.21.2.3 Objectives of the Airport Emergency Plan

The Airport Emergency Plan’s primary objectives are to

anticipate the effects an emergency might have on life, property, and aerodrome operations,

to prepare courses of action to minimise those effects, particularly in respect of saving lives

to render necessary assistance and minimise further injury and damage to persons and property involved in accident or emergency situations at Cardiff Airport.

to test the plan take place to a defined schedule. E.21.2.4 Emergency Planning Arrangements – standing committees

CIAL has established the Cardiff Airport Standing Safety Committee (CASSC) and the Cardiff Airport Emergency Planning Forum (AEF). The terms of reference and membership of these Emergency Planning Committees is as described in Part B.

E.21.3 General Coordination of response to to an Emergency (UK GM4 and AMC2 to

ADR.OPS.B.005(b))

E.21.3.1 Agencies involved with the Emergency Plan and response to Emergencies

The following Agencies and Organisations have been involved with the preparation of the plan and emergency planning arrangements (CASSC/AEF) and could be called upon in the event of an Emergency within the scope of the Emergency Orders.

South Wales Fire and Rescue Service

South Wales Ambulance Service

South Wales Police

NHS Trust Cardiff & Vale Emergency Planning Units

Local Health Board

Maritime and Coastguard Agency

Cardiff International Airport Limited (all departments)

National Air Traffic Services

Handling Agents

Airlines E.21.3.2 Scope of the Airport Emergency Plan

The plan

sets out the responsibility and role of each agency, the formation of the Multi-Agency Command Centre, and the command post for each type of emergency.

provides for information on names and telephone numbers of offices or people to be contacted in the case of a particular emergency; and

provides a grid map of the aerodrome and its immediate surroundings, approximately at a distance of 8 km from the centre of the aerodrome, together with details of the locations of emergency access gates and Emergency Services Rendezvous Points (RVPs).

sets out procedures for the alerting of the various emergency services and for the co-ordination of their activities between specific stakeholders.



E.21.3.3 Emergency Orders and alerting of external Emergency Services and CIAL teams

The Airport Emergency Plan document identifies Emergency Orders to deal with the following emergencies:

Aircraft Accident

Aircraft Accident – Off Airport (see later in this Part E for response to within 1000m of thresholds)

Aircraft Ground Incident

Full Emergency

Local Standby

Weather Standby

Medical Emergencies On Aircraft

Hazardous Materials

Domestic Fire

Acts Of Aggression

Chemical Biological Radiological Nuclear (CBRN)

Infectious Diseases Procedures for the alerting of the external Emergency Services are contained within the above Emergency Orders. CIAL Management and key staff are alerted via the Mission Mode system as described in the Airport Emergency Plan. E.21.3.4 Initial role of CIAL AFS in an incident and transfer of site command

The CIAL AFS has received specialist training and has the equipment, tactics and experience to deal with Aviation incidents/emergencies including fire. Once the Airport Fire Service has been called to any aircraft incident accident, the incident comes under the control of the Officer in Charge of the Airport Fire Service. He is to issue all instructions regarding deployment of fire and rescue equipment and to be responsible for all subsequent actions by the Airport Fire Service until such time as the Senior Police or Fire Officer, from the external emergency services assumes responsibility for command of the incident. Details of handover of command, and tactical plan are within a joint MoU between the CIAL AFS and South Wales Fire Service. E.21.3.5 Multi-Agency Command Centre

In the event of a major incident a Multi Agency Command Centre (MACC) will be established. The MACC is a designated multi agency area used jointly by senior officers from each of the emergency services to control their respective emergency teams and to coordinate their and the airport’s combined response efforts at the incident site. The MACC is situated on the second floor of the terminal building when operational. The MACC will establish Operational, Tactical and Strategic (Bronze, Silver and Gold) Command structures. It is equipped with essential communications networks to allow the emergency services to coordinate their actions with Gold Command (expected to be situated at the Strategic Coordination Centre, 101 House Cardiff). E.21.3.6 Medical equipment, emergency shelters and portable lighting

Medical Services - Provision of Emergency Medical Equipment Cardiff Airport maintains

A medical trailer stocked with equipment; it will be taken to the scene as required by specific Emergency Orders

a designated SRC Control Room, situated halfway along the Eastern Pier and contains blankets, hygiene packs and other emergency stores to be given to any survivors in the immediate aftermath of any incident.



Additionally, in the event of an incident food and water provision for all involved will be coordinated via the MACC and Airport Management. Additional Emergency Medical Support Additional medical support will be provided and coordinated by the South Wales Ambulance Service in accordance with the current South Wales Major Incident Plan (Bridgend County Borough Council). Emergency Shelter Cardiff International Airport Limited has an inflatable temporary shelter. The shelter is inflated and lit using generators integral to the Emergency Trailer. Two airside buses are also available and may be used in inclement weather and to transfer passengers from the scene. The busses are available H24, 7 days a week and may be requested by the Incident Commander at any incident. Portable Lighting All major foam tenders have high-mast lighting units for illumination at the scene. A set of towable generator powered portable lights positioned on the Southside of the airfield that would be available to be relocated in support of an incident. E.21.3.7 Training

First Aid Training is undertaken by all airport personnel likely to play an active role in rescuing or assisting persons involved in an aircraft accident. This ensures that in the early stages following an accident, qualified assistance will be available and the persons concerned can start to deal with any resultant casualties. Training records are held for a minimum of 5 years. Under normal arrangements, the initial effort will be supplemented by professional ambulance, medical or nursing assistance within a short time. The AFS is expected to supply dressing, blankets and special stores in quantity. After a major accident those who rendered assistance as well as the survivors may suffer prolonged psychological problems as a result of their experience and arrangements for psychiatric counselling will be provided. Further details are provided within the Fire Service Manual and Airport Emergency Plan. E.21.3.8 Assembly of responding services (RVPs)

There is one designated Rendezvous Point(s) (RVP) at Cardiff Airport for the external emergency services to standby in the event of an emergency / incident. It is strategically placed on the south-side of the airfield on a main road leading to the Airport and is clearly signposted. The RVP point is also clearly marked on the Airport Grid Map. To prevent the external emergency services and supporting agencies descending upon the incident site on mass, a greater level of control must be enforced to ensure only the required number of vehicles and resource is at the incident site. Therefore, the provision of escort vehicles will be required to provide the emergency services and support services with escorts to and from the incident site. Escorts will be dispatched from the RVP at the request of the Senior Incident Officer. In the event of the rendezvous point becoming overwhelmed with responding emergency and support vehicles, additional stand by points will be considered and the Emergency Plan provides for actions accordingly. The primary responding external services are expected to be

South Wales Fire and Rescue Service

South Wales Police

South Wales Ambulance service (Welsh Ambulance Service NHS Trust). Other Agencies are as identified within the Airport Emergency Plan and will attend as necessary under the coordination of the MACC.



E.21.3.9 General roles of CIAL Departments

In addition to the CIAL AFS

The Airport Management will coordinate the provision of staff and CIAL resources in assisting responding Emergency Services and managing the incident. The contents of the trailer have been prepared following consultation with external Emergency Services, and the latter are also trained in the use of the items therein.

Airport Security will attend the RVP and ensure the external responding services are able to access provide escort from the RVP (following route briefing from the RFFS).

Airfield Operations personnel will provide support at the RVP with Escorting, Passenger marshalling and scene security.

Facilities Management personnel will deploy as directed with the medical trailer. They will provide support to the OiC with the isolation of services, additional lighting and equipment.

The Airport Media team will manage press and media enquiries.

E.21.4 Tests for aerodrome facilities and equipment to be used in emergencies,

including their frequency

E.21.4.1 Daily inspections

The CIAL AFS undertakes a series of daily inspections in accordance with CAA requirements to ensure that the equipment is serviceable in accordance with the following Operational Procedures

Vehicle Daily Inspections

Daily Appliance Pump Test

The CIAL AFS undertakes training in accordance with CAP699. E.21.4.2 Communications systems testing

The ‘crash line” is tested daily to ensure serviceability (initiated by ATC). The mission mode alerting system is tested on the first Monday of each month. E.21.4.3 Medical trailer

The trailer is maintained under contract with Swissport and is inspected periodically by the Airside Safety Officer.

E.21.5 Exercises to test emergency plans, including their frequency (UK-AltMoC1

ADR.OPS.B.005 (c))

E.21.5.1 Frequency of full, partial and “no-notice” exercises

CIAL adopts UK-AltMoC1 ADR.OPS.B.005 (c) Emergency Exercises as an alternative to the method of testing outlined in AMC1 ADR.OPS.B.005(c). CIAL tests its emergency plan by conducting:



1. a series of modular tests in accordance with the guidance contained in CAP 1168 over a 3 year period commencing in the first year and concluding in a full-scale aerodrome emergency exercise. 2. Periodic reviews thereafter, or after an actual emergency, so as to correct any deficiency found during such exercises or actual emergency.

[Return to Part A here]



E.22 Rescue and firefighting services (ADR.OPS.B.010)

E.22.1 CWL RFFS

The Cardiff Airport RFFS is provided by the Airport Company (CIAL) and is known as the Airport Fire Service (AFS). The following sections provide a description of facilities, equipment, personnel and procedures for meeting fire fighting requirements at Cardiff Airport.

E.22.2 Response Objectives (AMC5 ADR.OPS.B.010(a)(2))

The CIAL AFS is to achieve a response time not exceeding three minutes with an operational objective of not exceeding two minutes, to any point of each operational runway, in optimum visibility and surface conditions, and be in a position to apply foam at a rate of, at least, 50 % of the discharge rate specified in AMC4 ADR.OPS.B.010 Table 1. This response capability is maintained in accordance with AFS LOPs including all areas of operational readiness which underpin the RFFS ability to safely arrive on scene of an incident within the minimum time and with the correct resources readily available.

E.22.3 Operating Procedures to Maintain Response Capability in Normal Conditions

E.22.3.1 General procedures to maintain response capability in normal conditions

The AFS undertakes a Response Time Analysis at two year intervals or at such time as vehicles, equipment or the airport layout changes. AFS Operations LOPs relating to the daily inspection or periodic testing to ensure the serviceability of RFFS Equipment as are relevant and should be referred to. Additionally the following specific CIAL AFS LOPs are relevant including:

Availability of extinguishing media

Response Turnouts Exercise

Monitoring the Performance and Capabilities of RFFS Appliances



More generally, Procedures for reporting of emergencies that occur within the movement area are well publicised, Staff and Operators are required to undertake training as an inclusive part of Staff Induction Training for working airside. Regular airfield topography tours are undertaken to keep RFFS personnel familiar with the most effective routes to any point on the Aerodrome in an ever-changing environment. Regular radio updates and frequency strength tests are conducted by personnel once mobile from the fire station both to confirm/monitor location/s of AFS crews and to monitor/ensure response capability. The AFS response to an incident is initiated via the Fire Service Watchroom and/or ATC. Aerodrome charts are provided on all RFFS vehicles. Access routes are designated to the response areas and take into account the safest and most expeditious routes, terrain and features that the vehicles may cross. Access gates to areas outside of the aerodrome are clearly marked and routes to and through them form part of response training. Any work-in-progress that might affect achievement of the response time objective is noted at shift handover and is taken into account so that as to ensure the response objective is achieved. E.22.3.2 Extraneous duties (UKGM6 ADR.OPS.B.010 (a) (2))

LOP “Responding from Extraneous Duties” applies. RFFS Personnel may from time to time be engaged on duties away from the Fire Station and which have the potential to affect the ability of the RFFS to respond in accordance with the declared RFFS Category for fire fighting. Examples of such extraneous duties include:

First Aid calls to aircraft or the terminal,

escorting personnel on the airfield,

snow clearing, moving equipment,

BCU duties,

assisting contractors,

assisting passengers on or off of aircraft.

Additionally AFS LOP “Responding to Incidents Whilst Engaged in Fire Service Training” provides procedures to ensure that those engaged in training can be alerted and meet the response time

This list is not exhaustive but gives an idea of some of the extraneous duties for which the RFFS may be called upon. Extraneous duties have been the subject of an impact assessment so as not to create conditions likely to compromise individual or crew performance or introduce additional hazards. The AFS Duty Manager is to ensure that the category of the airfield is not compromised whilst carrying out extraneous duties and a full turn out of vehicles, crews and equipment is available to respond at all times. Procedures are in force to alert personnel and to enable appliances to achieve minimum response times from all locations on the aerodrome. Whenever RFFS personnel who form part of the minimum staffing levels leave the fire station for such duties, they will book out and at all times maintain constant radio contact with ATC via channel 1 and the fire station watch room via the fire service channel. In the event of an aircraft incident occurring whilst appliances and crews are mobile, the Fire Service Watchroom will contact them by radio or mobile phone passing on all the relevant details and confirm that they are on route. E.22.3.3 Response to Domestic Incidents

The Fire Service will respond to domestic incidents but only on investigation and they will hand over to the Local Authority upon their arrival. One vehicle will be sent to the incident and will remain airside,



with the Officer in Charge of the appliance entering the building to investigate. LOP “Structural Fires and AFAs” applies. E.22.3.4 Response to Aircraft Accident Landside

The actions of the Duty Manager will depend on the type of aircraft involved and the position of the accident. In any event the Duty Manager will liaise with ATC and determine what response will be made if any, and any change in category to be NOTAMed accordingly. E.22.3.5 Response to Special Services / First Aid Calls

The AFS will carry out special service requests only in airside positions and they must not effect the Airport Category. For washdowns etc, a spare vehicle is to be utilised to avoid any depletion in media. The AFS will only respond to first aid calls on humanitarian grounds and is subject to the availability of personnel at the time. The Duty Manager is to ascertain aircraft movements and make a decision based on that information. If required to he will notify ATC of any category changes. E.22.3.6 Weather standby/response in low visibility

CWL RFFS LOP “Weather Standby” details procedures to mobilise fire-fighting crews and equipment in the advent of adverse weather conditions that may be a hazard to aircraft movements. CWL AFS personnel undergo training for LVP conditions as part of their modularised training programme. Further information on this training is in the Fire Service Training Manual. E.22.3.7 Response within 1000m of threshold

Access to the 1000 metre areas have designated routes from the Airport through crash gates and normal entrance and exit gates. For the Crash gates, there are designated marked roads to these gates. The crash gates are all inspected on a weekly basis to ensure that locks operate and that the gate can be opened to its fullest extent and such inspections are recorded on station. All AFS staff undergo 1000 metre environs training on a 6 monthly programme which includes practical and theoretical sessions. Further information on this training will be found in the Fire Service Training Manual.

E.22.4 Fire Station (CS ADR-DSN.T.905)

The aerodrome is served by a single fire station. This is located to the south of the runway, east of the intersection of the runway with Hotel/Delta. The AFS Building has routes both directly out to the runway and to taxiway Hotel. The location of the fire station enables the RFFS to achieve the response times specified above and as required by the relevant EASA CS and GM. The Fire Service Watchroom is located in the AFS Building and is manned H24 and monitors aircraft movement in conjunction with ATC. Fire Control also ensures radio contact with all operational RFFS personnel on the aerodrome during all operational activities and when engaged in extraneous duties in order to ensure adequate alerting of RFFS crews to meet response times (see below). The Fire Station forms a self-contained unit equipped to facilitate an immediate response including: Audible Alarms, Portable and Fixed Radios and a PA system. Each is tested and recorded at the change of each watch. Functionality tests on the appliance bay doors are carried out on a weekly basis to ensure their effectiveness and serviceability.

E.22.5 Rescue Equipment (UKGM5 ADR.OPS.B.010)

The level of rescue equipment provided takes into consideration: 1. the level of aircraft operations



2. Task and Resource Analyses 3. relevant Health and Safety legislation e.g Provision and Use of Work Equipment

Regulations (PUWER), Personal Protective equipment at Work Regulations (PPE). 4. the test and inspection regime for which appropriate records are kept for a minimum

period of 5 years. Records should include details of consequential action where an inspection has revealed a defect or deficiency

The factors above are included in the AFS Rescue Equipment analysis and AFS LOPs. E.22.5.1 Availability of extinguishing media (ADR.OPS.B.010(a)(2))

The Fire Service Manual contains information relating to the media quantities and discharge rates. The amounts of water for foam production, and of the complementary agents provided on the rescue and firefighting vehicles are in accordance with the determined aerodrome category and AMC4 ADR.OPS.B.010(a)(2) Table 1. The required quantities of water, foam and complementary agents appropriate to RFFS Category 9 are available for immediate discharge as per CWL local operating procedures and regulatory requirements. Secondary media: Cardiff Airport uses Monnex Dry Powder and as a result the quantity provided need only be 50% of the standard Dry Powder requirement as per CAP 168 chapter 8, Section 14 Para 14.9 and in accordance with UKAltMoC4 ADR.OPS.B.010 (a) (2)). E.22.5.2 Appliances and discharge rates. Cardiff Airport own and operate Three 6x6

Oshkosh Global Striker 3000 plus One Reynolds Boughton 6x6 Barracuda Major Foam Tenders

(FMT). All available vehicles are able to accommodate RFFS personnel and deliver both

extinguishing media and rescue equipment required for Category 7-9 RFFS operations as defined by

AMC4 ADR.OPS.B.010(a)(2) Table 1.

Oskosh Global Striker 3000



Barracuda Evolution

Reg. YJ16LHR YJ16 LHT YJ16 LHU X859 KHB

Chassis 6X6 steel Rear mounted Deutz engine

6X6 steel Rear mounted Deutz engine

6X6 steel Rear mounted Deutz engine

Reynolds Boughton Barracuda

Engine Deutz TDC 16ltr V8 Diesel Euro 6 emission compliant 700bhp

Deutz TDC 16ltr V8 Diesel Euro 6 emission compliant 700bhp

Deutz TDC 16ltr V8 Diesel Euro 6 emission compliant 700bhp

General Motors Detroit Diesel 8v93 710 BHP

Crew Max 4 4 4 4

Weight 39,462 kg 39,462 kg 39,462 kg 30,000 kg

Size H = 3.750m L = 12.37m W = 3.45m

H = 3.750m L = 12.37m W = 3.45m

H = 3.750m L = 12.37m W = 3.45m

H = 4.10m L = 10.50m W = 3.35m

Water 12000 ltrs 12000 ltrs 12000 ltrs 10,000 ltrs

Foam 1,600 ltrs of Bio Ex Ecopol 3%

1,600 ltrs of Bio Ex Ecopol 3%



Pump Waterhous CRQB single stage 7,511LPM pump

Waterhous CRQB single stage 7,511LPM pump

Waterhous CRQB single stage 7,511LPM pump

Godiva GMB 5300 Lpm dual stage pump

Roof Monitor Discharge Rate

N/A N/A N/A High 5,300 Lpm Low 2,650 Lpm



E.22.5.2.1 High Reach Extending Technology (HRET) Each of the three Oshkosh Striker vehicles are fitted with High Reach Extending Technology in the form of a Snozzle© elevated waterway device. The Snozzle© and all associated equipment attached to the unit can be operated directly from the vehicle cab by either the centrally positioned driver or fire fighter situated in the right hand seat. The monitor situated on the extending boom is of the non-aspirating type with the availability of also discharging dry powder through the head. The monitor head is also fitted with a high definition colour zoom video camera as well as a high definition colour thermal image camera with temperature ranging and a zoom capability.

E.22.5.3 Reserve stocks

In addition a minimum of 200% reserve Ecopol High Perfomance foam concentrate is readily available as reserve stock. All fire fighting foam concentrate meets performance level "B". Reserve Complementary Agents (Dry Powder) are held with Minimum combined stock levels of 600kg.

E.22.6 Communications and Alerting Systems (AMC1 ADR.OPS.B.010(a)(2))

E.22.6.1 Monitoring of Aircraft Manoeuvring Area

The aircraft manoeuvring area is monitored on a 24 hour basis by ATC from the VCR. Additional monitoring is undertaken by the RFFS, the dedicated Bird Control Officer and other CIAL personnel involved in airfield inspections. Other departments and agencies who conduct operations in and around the aprons are instructed in emergency alerting procedures during Fire and evacuation induction training in line with current legislation. This is achieved via the Cardiff Airport dedicated emergency telephone system sighted throughout the apron areas.

Bumper Monitor Discharge Rate

High 6,000 Lpm Low 3,000 Lpm



N/A

Hose Reel 1 x 30m dual agent attack Hose Reel. Discharge: Water 227Lpm Dry Powder 3.2kg per sec

1 x 30m dual agent attack Hose Reel. Discharge: Water 227Lpm Dry Powder 3.2kg per sec

1 x 30m dual agent attack Hose Reel. Discharge: Water 227Lpm Dry Powder 3.2kg per sec

High pressure 40 bar 60m length

Secondary Media

200kg Monnex (useable) fixed unit 2 x 5kg Co2 handheld extinguishers



Two 35kg de-mountable Dry powder secondary media units.

Snozzle© Capability Table

Monitor Head Type Hydro-Chem Ranger 1.0 (Tri application)

Monitor Throughput High 3,785 litres per minute

Monitor Throughput Low 1,892 litres per minute

Monitor Throw jet 75 metres

Monitor Throw Spray 35 metres Fog 10.5m dispersal patern

Boom Height 15M

Boom Reach 10M

Dry Powder Discharge HRET Monnex 8kg per sec through HRET

Piercing Tool Type Snozzle© Spike

Tool throughput 946 litres per minute

Spray Pattern 12 metres



E.22.6.2 Alerting Procedure on Station

The Fire Service Watch Room is responsible for receiving emergency calls from ATC and initiating a response to incidents. Guidance on alerting procedures for the different types of incidents are recorded in the AFS Incident LOPs E.22.6.3 Alerting Procedure Off Station

The Fire Service Watchroom Controller ensures that personnel undergoing training or extraneous duties can be alerted by radio/mobile telephone. In all circumstances, however, off-station personnel who are part the duty manning levels are required to maintain radio contact on the fire service channel.



E.22.7 RFFS Personnel Requirements

E.22.7.1 Medical Standards for RFFS Personnel (AMC1 ADR.OPS.B.010(a)(4))

The AFS Medical Policy outlines both the medical requirements for staff and is designed to ensure that operational fire service personnel are fit to carry out their specific roles at recruitment and remain so during their period of service and conform to or meet the standards set including:

To determine an appropriate medical standard for fire fighters

To comply with best practice in the application of standards e.g. Medical and Occupational Evidence for Recruitment and Retention in the Fire and Rescue Service, Office of the Deputy Prime Minister September 2004

To comply with DVLA Group 2 health standards

To control medical risk identified by risk assessment in relation to airside driving and comply with CAP 642, Cardiff Airport and AOA airside driving health standards.

To comply with HSE recommended practice and Cardiff Airport policy for those exposed to the hazard of noise.

To comply with Data Protection legislation in seeking only relevant information

To comply with age discrimination legislation in determining and setting criteria for recruitment and retention of fire-fighters

To comply with additional Health & Safety legislation relating to specific areas of work

To control risk, the risk assessment process will be undertaken on an individual basis.

E.22.8 Training Programme Of RFFS Personnel – General (AMC1

ADR.OPS.B.010(b);(c))

E.22.8.1 General - AFS Personnel Competence

All Airport Fire Service personnel competence training is clearly defined within the Airport Fire Service Training Manual, copies of which are held at the Fire Station and with the Head of Airfield Operations. The CIAL AFS ensures the initial and continued competence of its RFFS personnel by regular training and assessment. Training occurs on site at CWL and is given to the appropriate level for the largest type of aircraft operating at the Aerodrome. Personnel actively participate in live fire drills commensurate with the types of aircraft, and type of rescue and firefighting and personal protective equipment in use at the aerodrome, including pressure-fed fuel fire drills. The rescue and firefighting personnel training programme includes training in human performance factors, including team coordination. The training programme above serves to meet the requirements of AMC2 ADR.OR.D.017 (a);(b) and AMC3 ADR.OPS.B.010(b);(c). See also here in Part B in relation to other training undertaken. E.22.8.2 First Aid Training

All personnel will be trained in first aid to a standard that meets the requirement of a high impact crash. In order for us to meet that criteria all personnel will undergo over a 30 month period a minimum of a 4 day Health and Safety Approved training course. They will also undergo further training each month as part of their AFS competency based training programme, further details of which can be found in the Fire Service Training Manual.



E.22.9 RFFS Level Of Protection (AMC2 ADR.OPS.B.010(a)(2))

E.22.9.1 Fire Fighting Category and personnel requirements

Cardiff Airport is promulgated as a Category 7 Aerodrome on a 24-hour basis and provides a Rescue and Fire-fighting Service organised, equipped, manned, and trained to ensure the most rapid deployment of facilities to maximum effect in accordance with GM2-ADR.OPS.B.005 (c). The promulgated Rescue and Fire-fighting category is Category 7. Subject to prior notice, up to Category 9 can be made available for larger aircraft movements (such as Boeing 747 aircraft). E.22.9.2 Procedures to accommodate Higher Category by Special Arrangement

Cardiff Airport Fire Service has sufficient media and rescue equipment in place to meet the requirements for Category 9 aircraft movements as specified in AMC4 ADR.OPS.B.010(a)(2) Table 1. To upgrade to category 9 requires additional manpower to be called in only. Watch Officers have call-out sheets for personnel if required. Watch Officers will notify ATC once manpower levels have been reached. ATC will NOTAM category change when advised. For movements of aircraft requiring the upgrade of RFF provision to Category 9 sufficient notification will be required (one hour) for additional manpower resources to be called in if available. E.22.9.3 Procedures when RFFS capacity is depleted (GM4 ADR.OPS.B.010(a)(2)(d))

Current CWL/RFFS SOP Depletion of RFF Protection applies. This provides for the actions to be taken and Agencies/Bodies to be informed when cover is deleted Crew levels will at all times be maintained throughout the promulgated hours of operations and a robust call out system exists to summon off duty personnel (AFS LOPs). When any changes in the availability of the RFF cover comes to the attention of the AFS Duty Manager he must determine if the promulgated RFF category of the aerodrome is affected. RFFS capacity could be depleted due for example to

mechanical or equipment failure,

the sudden illness of a member of staff,

or in the course of commitment of the fire service during operational incidents In the event of unforeseen reduction in the availability of personnel or equipment below the minimum required for the promulgated RFFS cover from the promulgated operating Category (including attendance at any incident which prevents the RFFS Category response objective being achieved) the AFS Duty Manager will notify the ATC immediately and restrictions will be applied; ATC will promulgate the reduction in capability via NOTAM. The AFS Duty Manager is responsible for informing the Head of Airfield Operations of aircraft movements that can be permitted and any further changes in the level of RFFS protection. Allowances will be made for emergency landings and for occasions when in the pilot's opinion a diversion or hold could introduce a more significant hazard.

E.23 Removal plan for disabled aircraft CIAL notifies in the EGFF AD2.6 section of the AIP that light aircraft can be removed using airport resources (see part D). Large aircraft can be removed using outside sources in conjunction with the aircraft operator.



E.23.1 Aircraft recovery plan (aircraft salvage); Relevant arrangements, equipment,

and procedures for its implementation

The procedures for removal of disabled aircraft, including contact details for specialist recovery assistance, are as set out in detail in the Airport Emergency Plan. Moving of the aircraft can only occur with the permission of the AAIB. Lifting and removal of a crashed aircraft is the ultimate responsibility of the owner or operator. Any assistance provided by the Airport Company will be under the direction of the Head of Airfield Operations, Airfield Operations Manager or the Fire Service Manager. De-fuelling arrangements can be made by the aircraft owner or operator with Northair. Large public transport aircraft may be moved and arrangements made within the International Airline Technical Pooling Agreement where major damage has occurred and specialised air transportable equipment is required. Initial contact should be made with the British Airways "Maintrol" at Heathrow. When an aircraft is immobilised but essentially undamaged, a wide-range of general recovery equipment can be made available on a 24-hour basis. In all cases, agreement on any course of action and appropriate invoicing thereafter must be obtained from airline, aircraft owner or operator. A record shall be kept by ATC of resultant diversions or cancellations caused by the accident. Assistance will be forthcoming in matters of urgency or when life is at risk. However, equipment and manpower will only be available at short notice during normal working hours.

CIAL Aerodrome Manual - Part F


Part F Quality and Security Management of

Aeronautical Data and Aeronautical Information

F.1 Introduction This section provides a description of the quality management and security management systems for aeronautical data and aeronautical information provision activities in accordance with the requirements of EASA AMC1 ADR.OR.D.007(a) & AMC1 ADR.OR.D.007(b). This section is also set out in the context of EASA GM1 ADR.OR.D.007(a) which provides that an aerodrome operator does not need to duplicate functions and activities in order to discharge the responsibilities related to the management of aeronautical data and aeronautical information provision activities. And that, in this respect, compliance monitoring may be used for the purposes of ensuring compliance with the relevant requirements for management of aeronautical data and aeronautical information provision activities. Return to Part A here.

F.2 Quality Management System

F.2.1 EU Legal basis with reference to ICAO Standards & Recommended Practices

F.2.1.1 Scope of Commission Regulation (EU) No 73/2010 laying down requirements on the

quality of aeronautical data and aeronautical information for the single European sky

The following aeronautical data and aeronautical information is within the scope of Commission Regulation (EU) No 73/2010 (Article 2 (1)):

(a) the integrated aeronautical information package made available by Member States, with the exception of aeronautical information circulars; (b) electronic obstacle data, or elements thereof, where made available by Member States; (c) electronic terrain data, or elements thereof, where made available by Member States; (d) aerodrome mapping data, where made available by Member States.

F.2.1.2 Definitions

The following definitions are introduced in Article 3 of (EU) No 73/2010 1. ‘aeronautical data’ means a representation of aeronautical facts, concepts or instructions in a formalised manner suitable for communication, interpretation or processing; 2. ‘aeronautical information’ means information resulting from the assembly, analysis and formatting of aeronautical data; 3. ‘data quality’ means a degree or level of confidence that the data provided meets the requirements of the data user in terms of accuracy, resolution and integrity; 4. ‘accuracy’ means a degree of conformance between the estimated or measured value and the true value;



5. ‘resolution’ means a number of units or digits to which a measured or calculated value is expressed and used; 6. ‘integrity’ means a degree of assurance that a data item and its value have not been lost or altered since the data origination or authorised amendment; 7. ‘integrated aeronautical information package’ (hereinafter IAIP) means a package which consists of the following elements:

(a) aeronautical information publications (hereinafter AIP), including amendments; (b) supplements to the AIP; (c) the NOTAM, as defined in point 17 and pre-flight information bulletins; (d) aeronautical information circulars; and (e) checklists and lists of valid NOTAMs;

8. ‘obstacle data’ means data concerning 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; 9. ‘terrain data’ means data about the surface of the earth containing naturally occurring features such as mountains, hills, ridges, valleys, bodies of water, permanent ice and snow, and excluding obstacles; 10. ‘aerodrome mapping data’ means information that represents standardised aerodrome features for a defined area, including geospatial data and metadata; 11. ‘survey data’ means geospatial data that is determined by measurement or survey; 12. ‘procedure design’ means the combination of aeronautical data with specific flight instructions to define instrument arrival and/or departure procedures that ensure adequate standards of flight safety; 13. ‘aeronautical information service provider’ means the organisation responsible for the provision of an aero nautical information service, certified in accordance with Commission Regulation (EC) No 2096/2005 (1); 14. ‘next intended user’ means the entity that receives the aero nautical information from the aeronautical information service provider; 15. ‘direct electronic connection’ means a digital connection between computer systems such that data may be transferred between them without manual interaction; 16. ‘data item’ means a single attribute of a complete data set, which is allocated a value that defines its current status; 17. ‘NOTAM’ means a notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations; 18. ‘digital NOTAM’ means a data set that contains the information included in a NOTAM in a structured format which can be fully interpreted by an automated computer system without human interpretation; 19. ‘data originator’ means an entity responsible for data origination; 20. ‘data origination’ means the creation of a new data item with its associated value, the modification of the value of an existing data item or the deletion of an existing data item;



21. ‘period of validity’ means the period between the date and time on which aeronautical information is published and the date and time on which the information ceases to be effective; 22. ‘data validation’ means the process of ensuring that data meets the requirements for the specified application or intended use; 23. ‘data verification’ means the evaluation of the output of an aeronautical data process to ensure correctness and consistency with respect to the inputs and applicable data standards, rules and conventions used in that process; 24. ‘critical data’ means data with an integrity level as defined in Chapter 3, Section 3.2 point 3.2.8(a) of Annex 15 to the Convention on International Civil Aviation (hereinafter the Chicago Convention); 25. ‘essential data’ means data with an integrity level as defined in Chapter 3, Section 3.2 point 3.2.8(b) of Annex 15 to the Chicago Convention.

F.2.1.3 Annex 15 definitions

Additionally, CIAL adheres to the following definitions as set out in ICAO Annex 15 (version 14 November 2013): Integrity classification (aeronautical data) Classification based upon the potential risk resulting from the use of corrupted data. Aeronautical data are classified within ICAO Appendix 15 as:

a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; b) essential data: there is a low probability when using corrupted essential data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; and c) critical data: there is a high probability when using corrupted critical data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe.

F.2.2 Policy

It is CIAL’s policy to provide aeronautical data to meet or exceed the accuracy and integrity standards of AMC1 ADR.OPS.A.010 Survey data categorised as critical or essential data shall be subject to a full initial survey, and thereafter shall be monitored for changes on a yearly basis, as a minimum. Where changes are detected, re-survey of the relevant data shall be undertaken. CIAL will set appropriate safety management and security objectives to achieve the above. The achievement of these safety management objectives in particular shall be afforded the highest priority over commercial, operational, environmental or social pressures.



F.2.3 Safety management objectives

The safety management objectives are in accordance with Annex VII to Commission Regulation (EU) 73/2010)):

— to minimise the contribution to the risk of an aircraft accident arising from data errors as far as reasonably practicable, — to promote awareness of safety around the organisation by sharing lessons arising from safety activities and by involving all staff to propose solutions to identified safety issues and improvements to assist the effectiveness and efficiency of the processes, — to ensure that a function is identified within the organisation being responsible for development and maintenance of the safety management objectives, — to ensure that records are kept and monitoring is carried out to provide safety assurance of their activities, — to ensure improvements are recommended, where needed, to provide assurance of the safety of activities.



F.2.4 Scope of aeronautical data and aeronautical information provided, ownership,

quality and origination of data

F.2.4.1 Formal arrangements (AMC2 ADR.OPS.A.010)

CIAL provides aeronautical data to the UK-AIS which is assembled by the AIS to provide the EGFF section of the UK Aeronautical Information Package, and other Aeronautical Information relating to EGFF. NATS is contracted by the CAA to provide the UK AIS in accordance with Commission Regulation (EC) No 2096/2005 (1). Formal written arrangements are established between CIAL and the Contractors in the table below:

Scope Contractor QMS Accreditation required

Remarks

Undertake surveys and provide survey data to the CAP1732 standard on behalf of CIAL to the UK AIS (Annually)

Paul Fassam Geomatics “the CAP1732 survey provider”

ISO9001 Contractor must be recognised by CAA as providing such services. Provision of data to meet or exceed the data quality requirements of AMC1 ADR.OPS.A.010.

Undertake procedure design (As required)

As appointed ISO9001 Contractor must be recognised by CAA as providing such services Provision of information to meet or exceed the data quality requirements of AMC1 ADR.OPS.A.010.

Request Class 1 NOTAMS to be issued by UK-AIS on behalf of CIAL. Updates to EGFF UK-AIP entry (see later).

NATS ISO9001 Provision of information to meet or exceed the data quality requirements of AMC1 ADR.OPS.A.010.

NATS is an EASA Certificated ANS Provider and provides ANS services to CIAL in accordance with its own Quality and Data Security Management Systems. F.2.4.2 Procedure in respect of the identification of errors

In the event that an error was found within critical or essential data or aeronautical information that has already entered the public domain then the parties above are required to advise the UK AIS and CIAL at the earliest opportunity. CIAL will then act in conjunction with the AIS and NATS to take appropriate and proportionate action – see also Compliance Monitoring.



F.2.4.3 Aeronautical data and aeronautical information provided to and promulgated via the

UK Aeronautical Information Service

Aeronautical data passed to the UK-AIS is as follows

Production of Aeronautical data items Data originator Transfer

All surveyed data to CAP1732 requirements: Latitudes, longitudes, elevations; identification and surveying of obstacles; terrain mapping; aerodrome mapping data; survey points to confirm declared distances

CAP1732 survey provider

Amendments and updates transferred directly to CIAL from CAP1732 survey provider in a format that cannot be changed on CD-ROM, thereafter following review by CIAL, onward forwarding to the UK AIS via CD-ROM.

Other textual data: Descriptions of equipment, radio frequencies, aerodrome category for rescue and fire fighting.

CIAL and NATS Amendments and updates transferred directly from NATS to UK AIS via secure internet transfer protocol

All Aeronautical Information is stored on the NATS UK AIS secure servers and distributed by the UK AIS. NATS UK AIS is subject to audit by the CAA.

Production of aeronautical information

Information originator

Review period

Instrument Flight Procedures CAA Approved Procedural designers

Annually in line with the CAP1732 survey

Aeronautical charts NATS based on CAP1732 data supplied by CIAL


Aerodrome obstacle charts NATS based on CAP1732 data supplied by CIAL


Textual data NATS based on information provided by CIAL




F.2.5 Responsibility for requesting changes to the aeronautical information

promulgated by UK-AIS

F.2.5.1 Responsibility of NATS

NATS is contracted to update information promulgated in the UK-AIP AD2 section for EGFF (Cardiff Aerodrome) on behalf of CIAL, in accordance with NATS’ own security and quality management protocols.

F.2.5.2 CIAL personnel authorised to request NATS make changes to the AD2 section of the

UK AIP & AIP Supplements, and to issue NOTAMs.

The following personnel are authorised to request on behalf of CIAL that NATS request the UK-AIS make changes to section AD2 of the EGFF UK-AIP entry: Rob Elias – Head of Airfield Operations Debs Stephens – Airfield Operations Manager F.2.5.3 Allowance of time for changes (ADR.OPS.A.015(b))

The Head of Airfield Operations, in conjunction with the NATS General Manager Air Traffic Services (Cardiff) will ensure that CIAL takes due account of the time needed by the relevant aeronautical information services for the preparation, production and issue of relevant material for promulgation. Changes will be requested in accordance with the UK-AIP Publishing Schedule as determined by the UK AIS.

F.2.6 Procedures for compliance monitoring

CIAL requires that Contracted organisations have and maintain ISO9001 accreditation during the period they supply the services. F.2.6.1 Protocols adopted by CAP1732 survey and AIS

Both the CAP1732 surveyor and the UK-AIS independently undertake a data-audit exercise to identify changes in the revised new dataset from the previous dataset, prior to accepting the new dataset. This forms a final data quality check prior to the transmission and use of the aeronautical data concerned. F.2.6.2 Annual verification review

The Airfield Operations Manager coordinates an annual review of the aeronautical data provided by the CAP1732 survey provider. CIAL employs an independent safeguarding specialist to review the report and make recommendations. The report provided by the CAP1732 survey provider includes

(i) a statement that they had ISO9001 accreditation at the point of commencing the survey and maintained it during the survey and in the course of preparing and delivering the report to CIAL. (ii) provision of a list within the survey report whereby new obstacles and significant changes in existing obstacles is brought to the attention of CIAL.

The CAP1732 survey provider provides a draft AIP entry for the aeronautical data and surveyed declared distances, and also revised obstacle charts as part of the CAP1732 survey. The Airfield Operations Manager then coordinates a general review of the EGFF AD2 entry within the SRB prior to confirming the information to the NATS. F.2.6.3 General compliance monitoring

General compliance monitoring takes place through the course of the year within the structure of the Safety Committees. The SRB and Flight Operations Performance Committee both have standing



Agenda items concerning UK-AIP data, and these Committees are attended by CIAL, NATS and users of the data. In the event that any error in the dataset is discerned then the Head of Airfield Operations is to be advised immediately and will initiate appropriate and proportionate action with NATS and the UK AIS. If Procedure design is undertaken then the Contract will specify that the Procedure designer that they have ISO9001 accreditation at the point of commencing the work and maintained this over the period of delivering the final Procedure design. F.2.6.4 Changes requiring regulatory approval

The Sponsor of the requested change to the AIP (NATS on behalf of CIAL) will obtain evidence of CAA regulatory approval for those parts of the AIP that require it, prior to contacting the AIS. Written authorisation will normally be attached to the amendment request form. If no written authorisation is attached the AIP Production Coordinator will not action the AIP Change Request Form and will inform the Sponsor of the need for them to obtain regulatory approval. Areas that require regulatory approval include:

Instrument Flight Procedures

Controlled Airspace Dimensions and/or Classification

Runway Dimensions and/or Declared Distances

RFF Categories Submission of an AIP change request form which changes data within an area requiring regulatory approval will also trigger a notification to the relevant manager within the CAA. F.2.6.5 Training

Training in respect of quality and security management of aeronautical data and aeronautical information is included within the CIAL training programmes for the identified staff, as described in Part B of the Aerodrome Manual. The training includes making staff aware of the legal requirements for aeronautical data and aeronautical information in compliance with the relevant EU Directives.



F.3 Security Management Systems

F.3.1 Security management objectives

The security management objectives are: — to ensure the security of aeronautical data and aeronautical information received, produced or otherwise employed so that it is protected from interference and access to it is restricted only to those authorised, — to maintain security management measures in alignment with ISO27001/2 standards

F.3.1.1 CIAL Security

The Cardiff IT Services Department maintains CIAL’s Information Technology systems in alignment with ISO27001 protocols. These serve to

ensure the security of the aeronautical data and information received

protect it from interference

restrict access to it to only those who are authorised

protect it from unauthorised changes

record changes made F.3.1.2 Physical access

Physical access to CIAL premises is by valid ID pass only. F.3.1.3 Access to IT Systems

Individual user names and passwords are required and the system forces password changes within 70 days. Access to file directories and individual data folders is on an individual basis. External organisations are not allowed uncontrolled access to the CIAL virtual private network. The CIAL VPN is protected by network firewalls and virus protection software. A full starters and leavers process is established to ensure that access is only possible to current employees. F.3.1.4 Resilience

Full system back-ups are made once a month to a remote server off-site to ensure that data is not lost. Transition management is carefully planned to avoid disruption when new systems are introduced, and to ensure maintenance of new systems. F.3.1.5 Security of Aeronautical Information received

Aeronautical Data and Aeronautical Information produced by the Contracted Organisations is supplied in a format that cannot be changed by CIAL prior to onward provision to NATS and then the UK AIS in accordance with the secure protocols of the UK AIS. Thereafter the current version of the UK AIP, including any “in-process” changes, is held on the secure servers of the UK AIS. F.3.1.6 Audit

CIAL is subject to Independent Financial Audit each year in the course of preparing the Company Accounts. Within the scope of these audits is a review of the security of CIAL IT Systems.



F.3.1.7 Security of Aeronautical Data and Aeronautical Information produced by Contracted

Organisations

The Contracted organisations for

CAP1732 surveying

Providing data to the UK-AIS and requesting UK-AIS issue NOTAMs

Procedures Design are required to adopt and maintain appropriate Data Security Management practices by CIAL as part of the contractual arrangements between the parties.

F.3.1.8 Storage of aeronautical information relating to the Cardiff Aerodrome

Aeronautical information relating to the Cardiff Aerodrome is held on the secure servers of NATS who are contracted by the CAA to provide the UK Aeronautical Information Service.

Documents

Unified Management Manual