Flashcards in SECTION 3 AERODROME CONTROL 4 Deck (28):
Although the decision regarding lane closures must be governed by prevailing circumstances, and any additional security procedures, the following shall be applied:
A. Aircraft Taxiing.
The pedestrian lanes should be closed prior to taxi and the vehicle lanes closed when aircraft start moving. WCA should be closed with all vehicles and pedestrians behind the barriers prior to aircraft entering the runway.
B. Take-Off on Either Runway.
B. Take-Off on Either Runway. Aircraft are not to be cleared for take-off until WCA and the MT route are seen to be clear, and all pedestrians and vehicles are behind the barriers or MT route traffic lights, the road barriers are closed and the ropes and chains are applied to the ATC car park, Western beach, the MT route and the Water Tank area. WCA is to remain closed until aircraft are seen to be safely airborne.
C. Inbound Aircraft.
C. Inbound Aircraft. The pedestrian lanes should be closed when aircraft are at 12nm (15nm for fast jet aircraft). The vehicle lanes should be closed when aircraft are at 8nm, (10nm for fast jet aircraft). This is to ensure that the road is closed and landing clearance can be given between 4nm and 2nm. However, a controller may use his discretion here where it is considered appropriate due to traffic congestion (vehicle or pedestrian) or a slow speed inbound.
Aircraft are not to be cleared to land until WCA and the MT route are seen to be clear and all pedestrians and vehicles are behind the barriers, or MT route traffic lights and the entry and exit barriers are closed. During daylight hours aircraft may be cleared to land when pedestrians have vacated the runway shoulders and are moving away from the runway.
Aircraft must not be permitted to land until the ropes/chains have been applied to the ATC car park, Western Beach, the MT route and the Water Tank area.
D. Missed Approach
D. Missed Approach. In the event of a missed approach WCA should remain closed until the aircraft is upwind of the road or established in the climb and at 2000ft or above and its intentions are known.
E. Emergencies. Immediately on receipt of an emergency call WCA is to be closed until the position of the aircraft has been established and the intentions are known.
F. Operational Vehicles Crossing WCA.
F. Operational Vehicles Crossing WCA. The vehicle entry barriers should be closed and the road clear of traffic before an operational vehicle crosses WCA, although the BCU can join WCA from the runway when road traffic conditions are light.
G. Vehicles occasionally park airside of lowered barriers. ADC are to liaise with GDP to ensure such vehicles remain in position until the barriers are raised.
Failure of the WCA Road Barriers or Road Traffic Lights
Should a failure of the WCA Road barriers occur then the ADC is to ensure that each entry/exit lane that is required to be closed is physically blocked by either a vehicle or temporary barrier prior to aircraft movements. ASMT are responsible for provision of vehicles or temporary barriers, but GDP, and exceptionally AFRS, vehicles may be used to provide road closure at short notice. Caution must be used when employing AFRS vehicles as in the event of an aircraft emergency the AFRS vehicles would need to reposition thus leaving the road unguarded.
The DAE is responsible for repairs to the Barriers and Traffic Light Systems. Caution should be exercised when repairs are required during aircraft movements as these may cause further temporary faults to occur with the entire system. On no account are repairs on the barriers to be permitted while the barriers are lowered for aircraft movements, unless entry onto the airfield is blocked by other means.
ADC should anticipate individual barrier failures during high winds, normally 25kts or more, by closing WCA earlier than normal and having vehicles on standby to the assist road closure.
Due to the additional time required to stop traffic, when the barriers or traffic lights have failed, road closure should commence earlier than normal, and the ADC should request additional range information from APC if needed.
These speakers are situated on the Tower balcony and can be used to hasten pedestrians and vehicles across the runway if necessary. The following relevant messages are shown in English and Spanish in the VCR:
“Pedestrians/vehicles, do not stop on the runway. Cross quickly please.”
“Peatones/vehiculos, no se paren en la pista. Cruzen rapidamente por favor.”
Road Barrier Testing
ADC is to test the road barriers and traffic lights at commencement of watch.
When the road barrier system is being tested following a system or power failure the ADC is to ensure that both North & South GDP Posts are aware and that they take appropriate traffic control measures to ensure that barrier operation neither hits nor endangers any vehicle.
Any instance of faulty barrier operation is to be notified to the DAE immediately.
Additional Aerodrome Security Procedures (Airsec)
Additional Airsec security procedures are to be implemented for the following flights:
A. Scheduled Airline movements.
B. Any flights designated by RAF Air Operations as Airsec.
AIRSEC Security – Additional GDP Procedures
1. GDP will deploy tyre spikes or stingers aerodrome side of both exit barriers when lowered. Both North and South GDP posts will advise ATC when the stingers/spikes have been removed using the phrase:
2. Additional patrolling on the airfield will be conducted. All requests to enter the manoeuvring area will be made on TETRA.
3. All airfield driving regulations still apply.
AIRSEC Notification Procedures
AIRSEC Notification Procedures
1. ATC Switchboard is to notify GDP Control by telephone of all relevant red times, and any subsequent amendments. GDP control will be responsible for informing their personnel of these times.
2. ADC is to notify the GDP on TETRA of any delays or diversions, as soon as possible.
AIRSEC Security – Additional ATC Procedure
1. WCA is to remain closed until departing aircraft are safely airborne and both North and South GDP posts have confirmed that the stingers/spikes have been removed.
2. WCA is to remain closed until arriving aircraft have vacated the runway and entered either taxiway Bravo or the South Military Apron, and both North and South GDP posts have confirmed that the stingers/spikes have been removed.
If no notification of the removal of stingers is received from the GDP, ADC may open the road after visually checking that the stingers have been removed.
AIRSEC Security – Additional BCU Procedures
BCU are not to fire the shotgun, nor discharge bird-scaring cartridges, without first obtaining approval from ATC on TETRA using the phrase:
“Request fire bird-scaring cartridge / shotgun at position…”
ATC Reports Of Suspect Vehicles
ATC is to report suspect vehicles to the armed security vehicle ASAP using the following message as guidance:
“[Callsign], suspect vehicle, brief description and colour, location.”
As soon as GDP become aware of a security incident on the aerodrome ATC should be advised.
ADC is to stop all movements of aircraft on the aerodrome and prepare for possible emergency action as follows:
1. ADC is to inform the Watch Manager immediately.
2. The Approach ATCO is to hold all inbound aircraft and inform RAF Operations.
3. GDP will advise ATC as soon as the incident is closed.
Intruders on the Aerodrome
Intruders on the Aerodrome
If an intruder is observed entering the aerodrome all aircraft operations are to cease as soon as is practicable and the following actions taken by ADC:
1 GDP are to be given unrestricted access and will take immediate action to apprehend the intruder.
2 Aerodrome operations will only recommence following assurance from the GDP Officer present that it is deemed safe to do so.
GDP Patrols on Foot with Dogs
The GDP may at times wish to carry out Police dog foot patrols on the airfield for security purposes. These are to be subject to the following conditions;
a) Any manoeuvring area access requires ATC permission while the airfield is
b) Foot patrols cannot take place on the MT route behind the Civil Apron.
c) Where access to the manoeuvring area has been approved by ATC, the manoeuvring area must be vacated 30 minutes before the ETA of an aircraft, until 15 minutes after a departure of an aircraft.
d) The Police officer must be in radio contact with ATC at all times whilst on the manoeuvring area.
e) The Police officer must wear high visibility clothing at all times during such foot patrols anywhere on the movements area, except while conducting Airsec procedures at the base of the tower.
f) The Police dog must be on a lead at all times on the airfield during opening hours.
g) Where a vehicle is used for transportation, the vehicle must be parked off the manoeuvring area prior to the commencement of a foot patrol.
In the event of a known or suspected security infringement, these restrictions may be relaxed subject to coordination with ATC, and commensurate with the requirements of flight safety.
Initial Spillage Reporting Actions
The first people on the scene should identify whether the spill is chemical or POL. If safe to do so they should make the area safe and tend to any casualties. If doubt exists as to whether the substance is hazardous, personnel will raise the alarm to summon the AFRS and wait in a safe location UPWIND of the incident. The senior person will notify ATC. ATC will disseminate the information in accordance with ASI
10.3 Four Phases Of The Spillage Plan
1. Phase 1 - Immediate actions, Information Reporting and “First Aid” Clean Up tasks.
2. Phase 2 - Provisional Categorisation and Decision Making
3. Phase 3 - Clean Up Operations.
4. Phase 4 – Follow Up Actions.
Safety Guidance for Aerodrome Operations
If the spillage involves a hazardous chemical or unknown substance the area is not to be entered. Mobile telephones and radios are to be switched off within 20m of a spill until the IC confirms that it is safe. ADC should advise AMR and other aerodrome users to avoid the affected area.
Fuel spillage from an aircraft can be dealt with in the following way:
1. A spillage on concrete can be left to evaporate naturally, provided it does not constitute a fire risk and does not interfere with aircraft tyres. A larger spill will be contained, absorbed and the area washed down. Aircraft may need to be moved.
2. Any spillage on tarmac should be treated with water as soon as possible to raise the fuel from the ground for it to evaporate. Personnel, vehicles and aircraft should not be routed through the affected area until repairs are completed.
Watch Manager Actions in the event of a Tier II or Tier III Spillage
When notified of a Tier II or III spillage the Watch Manager is to:
A. Ascertain from the Incident ATCO the size, location and nature of the spillage and the action being taken, which may affect the Crash/Fire cover of the aerodrome.
B. Assess the implications of the spillage and if necessary initiate the following actions:
1. Cessation of aircraft movements or diversion of aircraft.
2. Cessation of aircraft ground movements.
3. Closure of the aerodrome (with NOTAM action if appropriate).
4. Update the Stn Cdr/RAF Duty Officer, General Manager on the operational implications of the fuel/chemical spillage.
5. Assess the damage caused to runways, taxiways, or manoeuvring areas.
6. If required, arrange diversion of vehicular traffic.
The BCU will familiarise themselves with anticipated aircraft movements and the runway in use at the start of each shift and then brief the Watch Manager and ADC providing the following information:
1. BCU Manning.
2. BCU Vehicle serviceability
3. Anticipated bird state, bird hazard areas, and times of increased risk of bird activity.
The ADC and BCU operator should then discuss what additional action may be necessary to minimise the bird threat to aircraft, plan BCU Ops and if necessary plan rest periods in order to maximise BCU operations during aircraft movements.
BCU activity will depend on the number of aircraft movements and their assessment of the bird situation. The BCU requirement is that they maintain an effective and efficient operation in order to minimise the risk of bird strikes to aircraft operating at RAF Gibraltar. BCU will operate as follows:
1. Between the hours of 0800 to 1900L, nightfall (in accordance with the Air Traffic Service Support Manual) or cease of flying, and subject to the requirement for ongoing training, (in which case the Watch Manager is to be notified of the delay and a sweep conducted ASAP afterwards), the BCU will carry out routine sweeps in between aircraft movements at intervals not exceeding 90 minutes.
2. For aircraft movements and unless the bird state has been assessed as “Heavy”, sweeps will commence from 20 minutes or 50 miles before any aircraft movement is expected until 15 minutes after any aircraft departure. The vehicle call sign will be SAPPHO.
3. When aircraft are on the apron and expected to depart within the hour, the BCU are required to remain sweeping on the manoeuvring area till 15 minutes after the aircraft has departed.
4. When the bird state has been assessed as “Heavy”, or there is deemed a significant risk of bird strike, an additional BCU vehicle call sign OSPREY may also be deployed after consultation with the Watch Manager. The nature of its deployment is to be determined by the ADC. If OSPREY is unserviceable, then ROVER may be used. The ATCO is to take care not to confuse the callsigns of the vehicles.
5. It should be noted that when two BCU vehicles are being used, there will be no AMR personnel to answer the AMR crash phone; the emergency message must therefore be passed by TETRA.
6. Should the switchboard be left unmanned during this period, the Watch Manager will be informed and the APC controller will ensure that the latest weather information is available at the console.
7. The BCU are ultimately responsible for planning their rest periods and ensuring they are available during periods of aircraft movements
1. Inbound Aircraft. After completing a general sweep of the runway, the BCU will normally vacate when the runway strobes are switched on and position abeam the landing threshold.
2.Outbound Aircraft. The BCU will normally vacate the runway as the aircraft approaches the holding point and position abeam the upwind threshold.
3.Mixed Arrivals and Departures. If arrivals and departures are occurring in rapid succession the ADC is to position the vehicle to provide optimum results. BCU advice should be sought as to whether the highest bird strike threat is to arriving or departing aircraft.
Additional BCU Operational Tasks
The primary role of the BCU is to minimise the risks to aircraft of bird activity and ATC should ensure that they are not distracted from that role. The following additional tasks should be carried out by the BCU in addition to their primary role:
1. Warnings of Shipping and tall-masted yachts. The BCU will give warning of shipping and tall-masted ships entering or leaving the harbour. These warnings are normally passed to aircraft as soon as possible after the 3nm VDP.
2. FOD inspections. During their BCU inspection the BCU will report to ATC any FOD observed and assist in its retrieval if requested. The BCU will also keep a look out for and report to ATC any damage to runway lights, aerodrome surfaces, or security fences. In addition, following BCU shotgun firing the BCU are responsible for checking for FOD, including shotgun pellets which may be on or adjacent to the manoeuvring area, and for advising ATC if sweeping is required.
When the BCU removes workers from the aerodrome, prior to aircraft movements, they should also check for FOD. If the BCU has any doubt about the serviceability of any part of the manoeuvring area then it should not be used by aircraft until ATC have carried out a further inspection.
4. Unauthorised vehicles and personnel. The BCU will report to ATC any vehicles or persons seen on or adjacent to the aerodrome believed to be unauthorised, or representing a potential hazard to aircraft movements.