Developments in Loader Design` Telematics Offers

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AIRPORTSMAINTENANCE AND CONSTRUCTION KEEP THINGS MOVING

DEVELOPMENTS IN LOADER DESIGN ` TELEMATICS OFFERS BIG BENEFITS FOR GSE

00 Airside Cover SPR18.indd 1 05/03/2018 11:45 Untitled-1 1 08/03/2018 13:34 JAMES SHERIDAN SPRING 2018 | EDITOR’S NOTE Chairman [email protected]

PARVEEN RAJA elcome to the Spring 2018 issue of Airside International, in which Publisher we take a good look at a wide range of issues relating to operating [email protected] on congested, potentially dangerous airport ramps. The danger of JUSTIN BURNS W the airport airside environment was highlighted only too clearly in Associate Editor February this year with the tragic death of a British Airways engineer [email protected] on the ramp at London Heathrow, when two vehicles collided on the airfield. TOM WILLIS News Editor We set the scene with a look at the problem of runway excursions, as well [email protected] as a new certification now available to UK airside operators for achieving compliance with European Aviation Safety Agency (EASA) safety regulations. IAN TALBOT Sales Manager We look at how handlers are getting on board with GSE tracking and [email protected] telematics data that can be used both to offer another level of deterrence SOHAIL AHMAD to those who might not always adhere to safe practices in the operation of Conference Sales airside equipment, as well as contribute to any post-accident investigation. [email protected] Airside talks to global handler WFS about its prioritisation of safety and GEMMA KEEN security issues and catches up with Singapore-based handler SATS to hear Events Coordinator [email protected] about its programme of expansion in the Far East.

SHOBHANA PATEL This issue considers the latest trends in the high lifts and loaders to be found Head of Finance on today’s ramp, as well as how runway maintenance procedures are changing. [email protected] We meet the new chairman of Airports Council International (ACI), SHELDON PINK Creative Director Bongani Maseko, and also talk to Columbus Regional Airport Authority [email protected] about its latest investment in energy efficiency and emissions reduction.

Airside catches up with GSE fleet management services provider Babcock, Address changes and subscription orders to: [email protected] as well as tow tractor supplier Kalmar, and looks ahead to the upcoming ISSN 2054-8958 Airport Show in Dubai – which promises to be another great showcase for the industry.

Manchester, UK-headquartered service provider Airline Services has more PUBLISHED QUARTERLY BY EVA International Media Ltd than doubled in size over the last three years, and we find out how and why. Boswell Cottage, 19 South End In our latest Buyer’s Assessment, Amsterdam Airport Schiphol describes Croydon, London, CR0 1BE, UK the value of the ITW GSE power coils and ground power units it has on its Tel: + 44 (0) 20 8253 4000 apron – and plans for an even greener GPU future. Fax: + 44 (0) 20 8603 7369 m{x{PD{wDy ©9wz{ Finally, S4GA of Poland illuminates its innovative airfield ground lighting PRINTED BY technologies. The MANSON Group Limited St Albans, Hertfordshire AL3 6PZ

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EVA INTERNATIONAL MEDIA LTD PUBLISHERS & EVENTS SPECIALISTS We hope you enjoy the issue Issue 41 © 2018 | www.airsideint.com | Content may not be reproduced in any format without MIKE BRYANT EDITOR written permission from EVA International Media Ltd [email protected]

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01-02 Contents ASI SPR2018.indd 1 12/03/2018 12:05 CONTENTS | SPRING 2018

Runway maintenance: managing the inevitable 4 The when’s and the why’s of runway excursions 11 Keeping track of location and performance 14 Keeping on Through-life asset management 18 top of runway Operator at Heathrow ﬁ rst to gain NCAO seal of approval 24 maintenanceFOUR Putting safety – and security – ﬁ rst 28 Buyer’s Assessment (Schiphol) 32 All change for easyJet handling at LGW 34 Partnering for growth 38 Managing safety for a global Airline Services on the wing 40 handler Loader news 44 TWENTY-EIGHT New ACI chairman sets out his goals 50 Looking ahead to Airport Show 2018 in Dubai 53 Pulling its weight 58 Prioritising Rickenbacker International Airport cleans up 60 issues at ACI Shining a light on S4GA 62 FIFTY

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01-02 Contents ASI SPR2018.indd 2 12/03/2018 12:06 01-02 Contents ASI SPR2018.indd 3 09/03/2018 23:19 FEATURE | RUNWAY MAINTENANCE AND CONSTRUCTION Runway maintenance: managing the inevitable Runways suff er a great deal of wear and tear, simply as a result of normal operations. Maintaining those surfaces with minimal disruption to ﬂ ights is part of any airport’s responsibility to its users

nvironmental and climate-related factors such as caused by nose gear strikes,” Bastock adds. The principal changes in temperature or harsh winter weather difference between Broughton’s runway and that of its closest can affect airport pavements, as can the natural regional airport (Liverpool) is the type and volume of aircraft. E deterioration of the materials used in their construction In 2017 Broughton averaged 18,500 movements – probably – and the regular passage of aircraft filled with about half of Liverpool’s movements, he believes. passengers, baggage and cargo. The largest aircraft to use Broughton’s runway is the The main impact of aircraft on runways is caused by 150-tonne Beluga. The airfield also caters for smaller general their weight and braking, which causes reflective cracking aviation traffic, which he describes as low impact and over time, explains Paul Bastock, head of aerodrome lightweight; high-value business jets, which are low impact; management at Broughton (Airbus’s facility in North and fast jets, which are low weight and low impact. Wales). “Managing reflective cracks is part and parcel of the “We will get a better understanding of the impact of bigger general maintenance programme for our runway (and all aircraft in a few years’ time after the Beluga XL (a new aircraft other runways),” he says. to be launched in 2019) has been in operation for a period of Besides cracking, other types of damage that can occur time,” Bastock says. include joint seal damage, distortion, disintegration and loss Visiting military aircraft, on the other hand, have had no of skid resistance, a US Federal Aviation Administration impact on Broughton’s operations or maintenance; they are (FAA) presentation outlines. often better equipped than other types of aircraft to land on a “We also experience damage to some lighting fixtures range of surfaces.

Rubber deposits must be removed from runways to ensure safe landings

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04-10 Maintenance-Construction.indd 4 09/03/2018 23:35 RUNWAY MAINTENANCE AND CONSTRUCTION | FEATURE

Credit: Jane Widdowson - Airbus UK Heathrow has an airfi eld ground lighting (AGL) system, The largest aircraft to use which turns the runway lights on, highlights routes around the Broughton’s runways is the Beluga runway and taxiways and controls the brilliance of the lights. Th is system requires photometric testing, integrity checks and approach lighting checks, as well as regular precision approach path indicators (PAPI) checks to ensure accuracy, as pilots use the system to work out the angle of their approach.

The principal difference between Broughton’s runway and that of its closest regional airport (Liverpool) is the type and volume of aircraft TRAFFIC Th e busier an airport, the more challenging it can be to maintain a hectic fl ight schedule while also keeping up with the The runway also requires pavement condition inspections ongoing maintenance of its runways and other surfaces. (PCI), condition and friction checks and repainting of the David Whalley, engineering and facilities manager at runway markings – all of which are carried out in addition to London’s Heathrow International Airport, points out: “As the daily checks performed by Heathrow’s airside safety team. we are the UK’s busiest airport operating at 99% capacity, According to Whalley, a fl ight takes off or lands at Heathrow we need to carefully plan a number of regular runway every 45 seconds; that adds up to an average of 210,000 inspections to ensure the safety of our passengers.” passengers each day. Th is level of activity limits the time that

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04-10 Maintenance-Construction.indd 5 09/03/2018 23:35 FEATURE | RUNWAY MAINTENANCE AND CONSTRUCTION

Yusuf Akçayoˇglu – CEO, IGA Airports Construction

the airside safety team is able to work on the runway. runways are grooved to create the friction needed for take-off “Our maintenance work and inspections require a high and landing, and to help rainwater drain away. level of planning. Most of our checks need to be carried out However, Whalley points out that “as the material during a six-hour window at night, a window that can get is much harder than the standard asphalt on the road, even smaller if weather disruptions or low visibility issues it’s inflexible, more brittle and can be susceptible to impact the airport’s schedule.” fracturing, a characteristic which our maintenance team Furthermore, in order to allow local communities respite takes into account.” from noise, Heathrow has a runway alternation programme The team uses Track Jet for runway rubber removal, to switch the runways used for landing and take-off. This necessary to prevent a build-up that in turn could affect means that only one runway can be kept open on a two-week stopping distances of landing aircraft. This high-pressure alternation pattern; therefore only one runway is available for water jetting method uses small amounts of water to remove maintenance every month, Whalley observes. rubber skid marks and old markings without damaging Heathrow’s two runways are both surfaced with Marshall the runway. It also uses photometric testing equipment to Asphalt for airfields. This is a hardwearing, aerodrome- accurately measure the performance of high-intensity lighting specific material, which serves the 473,231 flights landing on Heathrow’s runway and taxiways. and taking off at Heathrow each year. The surfaces of both “Going forwards, our team will also be looking to

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04-10 Maintenance-Construction.indd 7 09/03/2018 23:35 FEATURE | RUNWAY MAINTENANCE AND CONSTRUCTION

OPPORTUNITIES “THERE ARE guidance documents (from ICAO) which all acceptable operations of airplanes” and “provides a load, or airport designers work to so that airports around the damage rating relative to a specifi ed reference load”. world have the same infrastructure,” Airbus’ Bastock says. As always, cost is a consideration when exploring ways of Governments sign up to these standards – but whilst a reducing damage to runways. One example is the possibility large number of governments are signatories, not all of to have aircraft landing gear spin at a speed matching the them are. Some countries in North Africa, for example, have actual ground speed on landing to minimise wear and tear to not signed. the surface or reduce rubber deposits. He notes that it is ultimately the relationship between Bastock believes the technology to do this does actually aircraft classifi cation number (ACN – which ICAO defi nes exist; however, “we are unsure as to whether or not it has as “a number expressing the relative effect of an aircraft on been applied in commercial operations, the reason being a pavement for a specifi ed standard subgrade strength”) the mechanisms which drive such performance are heavy and pavement classifi cation number (PCN – “a number so although kinder to the runway, there would be weight expressing the bearing strength of a pavement for unrestricted penalties which all airlines are keen to avoid”. QQQ operations”, the organisation says), that can infl uence the speed of deterioration of runway surfaces. With this in mind, he believes opportunities to reduce damage caused by aircraft should be explored in this area. There are guidance documents Normally, it is the aircraft that drives infrastructure changes – for instance, space required for turning circles. Runway (from ICAO) which all airport maintenance does not normally enter into the relationship between airframe manufacturers and airport designers, designers work to so that although manufacturers are required to publish ACN data for all their aircraft. airports around the world have The US FAA points out that the ACN/PCN system does not in itself constitute a pavement design procedure. Rather, it is the same infrastructure “only intended as a method for airport operators to evaluate Paul Bastock Credit: Beluga Line Station © Martin Chainey - Airbus UK

introduce electronic torque wrenches, which will help us ...Once all phases of its to collect data when an AGL fitting has been checked,” Whalley confirms. construction are completed He goes on to note: “While the weight of aircraft landing it will offer no less than gear has decreased in recent years, reducing the amount six runways of wear incurred on the runway surface and sub level, the weight of the aircraft has actually increased. This can be challenging as it results in higher point loads being imparted onto the runway’s surface. “We don’t use any localised surface treatments for this, as we find a homogenous surface more durable; this prolongs the life of the runway and minimises joints and material interfaces.”

Artist’s impression of how Istanbul New Airport will look

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04-10 Maintenance-Construction.indd 8 11/03/2018 20:11 RUNWAY MAINTENANCE AND CONSTRUCTION | FEATURE

Still, it is necessary to resurface runways from time to flights. Heathrow is currently assessing a range of options time. In May last year at another of Europe’s busiest gateways, relating to its expansion – approval for the construction of Frankfurt airport’s Runway 18 West had its 14cm-thick a third runway having been granted in 2016. Maintenance asphalt surface and binder course renewed. and material considerations will come later in the process, a Ahead of the work, a statement from airport operator spokesperson said. Fraport said: “Over the course of five days, a surface of around 44,000 square meters – roughly corresponding to the STARTING FROM SCRATCH size of five soccer pitches – will be renewed. Around 30,000 Among the new gateways under construction today is Istanbul metric tons of asphalt will be moved over the course of the New Airport. Once all phases of its construction are completed operation. The maintenance work will involve some 100 it will offer no less than six runways, all of which will require workers in multiple shifts. ongoing maintenance. “The maintenance work will also include replacement of Yusuf Akçayoğlu, CEO of İGA Airports Construction, the entire lighting system of Runway 18 West – comprising outlines: “The first phase (phase 1A) will be completed this roughly 600 surface and underfloor lights – with energy- year, on 29 October 2018. Then the airport will be ready to saving, long-lasting LED lights.” operate with two independent runways, which comprise in The resurfacing had to be carried out at a time when traffic total 6 million square metres of pavement. The maintenance was relatively low, with close co-ordination between airlines, plan will be in line with ICAO [International Civil Aviation government agencies and German Air Navigation Services Organization] recommendations and is seen as a best ensuring that the flight schedule and other operations were practice worldwide. well planned. The new surface is expected to last between “In the other phases it will be very important for us seven and 10 years. to contemplate some automated surveys and there are Back in 2011, Frankfurt Airport’s fourth runway came several systems which are currently under selection. To into service, allowing the gateway to accommodate more highlight its scale, those systems are the first ones tested

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progressively worldwide,” he reveals. designed to cope with widebody aircraft. Akçayoğlu goes on: “Referring to the emergency criteria, “We decided to use an SMA (stone mastic) design for we follow a unique emergency plan. From a design point the surface layers of the runways because this is the most of view, I would like to emphasise that we have a high level beneficial for us and it fulfils the international standards,” of resilience of the platform. Every single critical area of he says. segments has an alternative. These processes only work due to Istanbul has “a very advantageous climate” when it comes our automated smart routeing system: the Advanced Surface to building an airport. Subject neither to heavy sand storms Movement Guidance & Control System.” like those that affect the Middle East Gulf region, nor to Supplied by Saab, the A-SGMCS includes aircraft heavy snowfalls like those that can occur in Northern Europe, routing and guidance, airfield ground lighting control the gateway’s design will also protect it from flooding, with a and monitoring, electronic flight strips, a large array of simple gravity-based drainage system that benefits from the multilateration sensors, and five SR-3 Surface Movement general slope of the site. Radars. This system will provide full coverage for the first In terms of lighting, IGA intends to use LED and phase of the airport construction, and will be expanded as inset lights, because these two types are the easiest to later phases are completed. maintain, helping to minimise disruptions to flights Runway maintenance was of great importance in the during maintenance as well as being an important safety design and construction of Istanbul New Airport and IGA consideration. Painted markings will include special glass selected “special runway systems with enough separation to reflecting elements that satisfy the requirements of IGA’s allow independent operations”. Every main runway will have safety plan. an emergency or auxiliary runway to allow IGA’s teams to “Our project is totally on time and we are very proud carry out maintenance operations safely. about this fact,” Akçayoğlu declares. “The official opening Akçayoğlu is also confident that the increasing size date is set for 29 October 2018. We are working very hard and weight of aircraft will not pose a problem at the new and at full speed to achieve our goal. Currently, 78% of the airport, because IGA took this into account. Its runways are construction is completed.” Q

From a design point of view, I would like to emphasise that we have a high level of resilience of the platform Yusuf Akçayoˇglu

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04-10 Maintenance-Construction.indd 10 09/03/2018 23:35 RUNWAY EXCURSIONS | FEATURE The when’s and the why’s of runway excursions While cases of ‘ramp rash’ featuring GSE colliding with aircraft on the apron are by no means unheard of, there are other – rarer but perhaps even more serious – examples of accidents at airports that see aircraft leave or overshoot a runway during landing or take-off. National regulatory agencies and industry bodies work hard to minimise the occurrences of these extreme incidents

t Overrun: A runway excursion in which an aircraft leaves the end of a runway

Technically, the term excludes both accidents in which an aircraft did not initially land on a runway surface, and take-off excursions that did not start on a runway (for example, in cases of There was no runway excursion, or any other sort of accident, inadvertent take-offs from taxiways). involved here: but they are by no means unknown across the world Runway excursions and all the other runway safety events that are seen at he International Air Transport the aircraft or on the ground. They airports around the world can always be Association (IATA), the industry can also result in damage to aircraft, attributed to one or more causes, and it body that supports the aviation airfield or off-airfield equipment and is by addressing these various issues that T industry through the maintenance buildings. agencies and regulatory bodies strive of global standards for airlines, IATA is playing its role in to improve performance and achieve describes a ‘runway safety event’ as one dealing with the issue through the as near to perfect safety records as are that take places on take-off, during a implementation of a data-driven possible. Just some of the contributory rejected take-off, on approach, during a approach to the evaluation of aviation factors in veer-offs and overruns, the go-around or on landing. safety risks and the development of most common accidents, are: It believes that runway safety potential solutions. Despite IATA’s t Deficiencies in areas such as safety has become a significant area of and other efforts from regulatory management, regulatory oversight, interest for the industry due to the and industry bodies, the runway flight operations, maintenance, frequency of accidents in the runway excursion rate has shown only slight training, standard operating environment; these include runway improvement in recent years. procedures (SOPs) and pre-flight or excursions, runway collisions, Between January 2010 and in-flight checks undershoots/overshoots, tail strikes December 2014, IATA recorded a t Environmental factors such as wind and hard landings. total of 415 accidents worldwide. Of shear, other bad weather factors or a The most numerous of the accidents these accidents, 90 were classified as contaminated runway surface of these various types are runway and runway/taxiway excursions, the sort t Aircraft factors such as taxiway excursions, according to IATA of incident that frequently requires malfunctions, poor brakes, data. Such excursions – of which IATA specialised aircraft recovery equipment malfunctions in engine performance recorded an average of 18 per year and specialists. Typically, a runway or flight controls worldwide that involved commercial excursion takes place in two forms: t Undesired aircraft states such as air transport aircraft over the 2010- t Veer-off: A runway excursion in crabbed landings, directional or 14 period – can lead to loss of life which an aircraft leaves the side of speed deviations or loss of control or injury to people either on board a runway when on the ground

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11-13 Runway Excursions.indd 11 09/03/2018 23:42 FEATURE | RUNWAY EXCURSIONS

t Errors relating to factors such as Occurrence Report with the CAA. in 2013 and one at Anchorage also in on-board communication, failure to This places an obligation on the Alaska in 2012. go around or poor flight control airline to investigate how the incident The US Federal Aviation happened and to file a follow-up Administration (FAA) has regulations THE ROLE OF NATIONAL report with the UK’s civil aviation in place to minimise the frequency of REGULATORY AGENCIES regulator and overseer within three such incidents, as well as guidance on National aviation regulatory bodies months. Any such incident may also be how aircraft can be recovered when have their part to play in minimising subject to an investigation by the Air they do leave the safety of a runway. incidents of runway excursion and Accidents Investigation Branch, a CAA FAA Advisory Circulars are in veer-off . Furthermore, most airports spokesperson confirms. place to minimise the likelihood of have well-developed, and well-rehearsed, In the US, the National an aircraft leaving the runway in the procedures in place to deal with runway Transportation Safety Board first place, with the Administration excursions, involving rescue and (NTSB) – an independent Federal providing: fi re fi ghting services (RFFS), ground agency charged by Congress with t Strict criteria for the longitudinal handlers and airport and airline staff . In investigating every civil aviation profile and the cross-slope grade the UK, for example, these procedures accident in the US (as well as (crowned about the centreline) of are contained in airline and airport significant accidents in other modes any runway safety management systems (SMS), of transportation) – recorded just t Set standards for runway grooving which are approved by the Civil Aviation three events between 2012 and 2016 (to prevent hydroplaning) Authority (CAA). as runway excursions carried out by t Requirements for rubber removal In the UK, any airline involved commercial aircraft at certificated (where runways can be slick when in a runway excursion would be airports: one at New York La Guardia wet due to accumulated rubber expected to file an official Mandatory in 2015, one at Alaska’s Bethel Airport build-up from tyres on the runway)

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11-13 Runway Excursions.indd 12 09/03/2018 23:42 RUNWAY EXCURSIONS | FEATURE

t Standards for runway distance on the circumstances surrounding that are provided to highlight the FAA’s remaining signs (so pilots know runway excursion. If the FAA issues initiative to addressing excursion.” when they are approaching the a letter of investigation (LOI), then it Finally, the FAA very recently runway end) will investigate the runway excursion. implemented a new tool described However, confirms an FAA as a Runway Condition Assessment The FAA also provides standards spokesperson: “The FAA is more Matrix (RCAM) to be used by airport pertaining to runway safety areas focused on excursion prevention operators and aircraft operators to (RSAs) for grading and clearing than consequences after they occur. standardise how contaminants are objects, and to engineered materials arresting systems (EMAS) to minimise the consequences (in terms of both Despite IATA’s and other efforts from regulatory injuries and aircraft damage) when a and industry bodies, the runway excursion rate runway excursion does occur. has shown only slight improvement in recent years As for the recovery of an aircraft in the US, this must take place in accordance with CFR (Code of Federal Expectations associated with the identified and reported. With this Regulations) Part 139. The Airport prevention efforts are addressed across information, aircraft operators are able Certification Manual for Part 139 – multiple lines of business to include to align a particular aircraft braking Airports has a section that describes the office of airport, air traffic, and performance capability with identified the removal of disabled aircraft and flight standards. Plus, an FAA webpage contaminants. “The FAA views this as this applies to aircraft excursions. is dedicated to runway excursion another tool in the toolbox to assist Whether an investigation into a prevention, whereby best practices with our excursion prevention efforts,” runway excursion takes place depends and other guidance information the spokesperson adds. Q

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11-13 Runway Excursions.indd 13 09/03/2018 23:42 FEATURE | GSE TRACKING AND TELEMATICS Keeping track of location and performance Modern GSE tracking and telematics technologies provide data on much more than just the real-time location of GSE equipment – they off er ﬂ eet managers, engineers and supervisors a view of the performance of their equipment and, by extension at least to some degree, of their operators. More and more ground handlers are introducing the technology, although it can take a while to perfect its application

ubai-based dnata prides itself on its forward-looking a wide range of telematics data, including engine hours, philosophy and its willingness to introduce new, operating modes, operator ID, speed, peak period utilisation enabling technologies into its handling operations. and fuel level, as well as offering fault warnings on certain D Indeed, it already has tracking technology installed asset types and a playback mode. The system also interfaces on no less than 1,384 GSE units at its base at Dubai to the Maximo Maintenance Management System to provide International Airport (DXB), as well as on five units at the detailed engine hour data, extremely helpful in terms of other big Dubai air gateway, Dubai World Central (DWC). utilisation-based maintenance scheduling. In fact, all its various GSE types (although not all The system provides real-time monitoring of GSE on individual units as yet) have now been equipped with the airport map, while also displaying the status of that tracking technology, confirms Peter Martin – vice president GSE. The web portal provides day of operations reports technical services at dnata Airport Operations – including and historical reports on asset utilisation, useful and pushback tractors, lower deck loaders, maindeck loaders, non-useful engine running, reports on operational status, ground power units (GPUs), air-conditioning units (ACUs), operator performance and much more, Martin explains. air start units (ASUs), passenger steps, ambulifts, baggage The utilisation reports represent extremely helpful tractors, water service units, toilet service units, mobile decision-making tools for resource planning, maintenance conveyor units and passenger buses. optimisation, proactive fuelling and accident/incident Speaking to Airside recently, Martin observed: “We are investigation, he notes. The system also has dashboards to currently running a POC [proof of concept] to evaluate new track relevant performance indicators. vendors and technology and our goal is to track all of our As well as equipping GSE with the system, dnata also 3,500 motorised assets at DXB. plans to install telematics technology on its airport vehicles: “We have an additional 561 GSE units at DXB and 161 cars, vans and pick-ups. GSE units at DWC on which the system will be implemented in due course.” That system is ‘Quantum’, produced by Georgia, US- headquartered Quantum Aviation. Its software collects

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14-17 GSE Tracking.indd 14 09/03/2018 23:58 GSE TRACKING AND TELEMATICS | FEATURE

Plus, “We are looking at upgrading the hardware to state-of-the-art, including using IOT [Internet of Things technology] to provide enhanced monitoring and measurements,” Martin informs. “We are also considering implementing the system on non-powered assets, like dollies, towbars and so on. “The software platform will be upgraded to ensure that we are able to leverage the available technology [of the future]. We are also considering extending the application to have the same on mobile devices.”

A PROCESS OF IMPROVEMENT Th ere is no quick fi x when it comes to the introduction of modern GSE tracking and telematics. Radu Gadea is procurement and technical manager at RAS Group. RAS is Romanian Airport Services, the Otopeni-headquartered handler that provides a wide range of ground, passenger, cargo and technical handling services across a large number of Romanian airports (Otopeni’s Henri Coanda International Airport serves the Romanian capital of Bucharest). He Radu Gadea is Romanian Airport Services’ explains that the process of successfully implementing such procurement and technical manager technologies is very much a learning process. “I introduced a tracking system on all our motorised

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14-17 GSE Tracking.indd 15 09/03/2018 23:58 FEATURE | GSE TRACKING AND TELEMATICS

GSE in 2017. We conducted a tender with local suppliers specialised training on each of the types of GSE used of fleet tracking and management systems, but also by the handler, Gadea notes, and only aft er passing the welcomed international specialised GSE fleet tracking and relevant tests are they allowed to operate the GSE. Each of management solutions,” he recalls. the handler’s ramp staff now has a “nominal key” which However, in regard to the international bids: “We did not enables them to start the GSE based on the said training and find success, as the prices were quite high and our demands examinations; were not fully satisfied. Meanwhile, the logistics involved 3. Th e ability to identify GSE drivers/operators as required seemed too complicated, requiring a team to be sent to in a defi ned timeframe. Th is feature is very useful when Romania to undertake the installations, then again for identifying a problem associated with a piece of GSE; for equipment servicing and other possible difficulties.” instance, if a piece of GSE is damaged, it becomes very easy On the other hand: “Local fleet management suppliers to pinpoint the last driver/operator of the unit; are not familiar with airport equipment. These suppliers 4. Th e capability to monitor speed on the apron; are well used to monitoring large fleet of trucks around the 5. Th e ability to report all manner of performance, including: world, and giving support to employers in order to locate a. Th e number of working hours/distance covered over the trucks and to estimate fuel consumption and daily any given reporting period; driven distances. But, in our industry, all GSE are based on b. Fuel consumption; the airport tarmac all day long, going from one aircraft to c. Allocated drivers’ reporting; another, so actually we are working with all units operating d. Ground power unit (GPU) usage intervals; across just a very small area. In our case, the reporting e. Engine operating hours in the parking position, system is the ‘complicated’ item, not the location tracking.” and so on

As of now, RAS is monitoring all its motorised GSE by means of its CDS telematics technology. Th is takes in GPUs, belt loaders, high loaders, tractors, steps, buses, cars and vans.

GETTING IT RIGHT Th e telematics system introduced by RAS has not proved ideal in every single way. For example, the system introduced onto the handler’s motorised GSE could not handle Point 1 above, but – says Gadea – “We are using our own centralised reporting system platform which was designed by us and is working perfectly, providing all necessary items in the scope of GSE’s maintenance: schedule, registration and reporting.” He continues: “Points 2,3 and 4 are handled perfectly and it has indeed been a breakthrough. We have control over all drivers in respect to the GSE they are licensed to operate, and we have the ability to manage a wide range of data regarding active GSE.” Furthermore: “Ramp personnel have been acting more responsibly with their GSE since the system was installed, and an operational improvement has been noticed.” And, Thus, for Gadea and RAS, the telematics rather than the “This year, we plan to develop the reporting aspect of this tracking capabilities of the system – which was supplied platform even further.” following the tender by Romania’s Centrul de Soft (CDS) – Gadea concludes: “I strongly believe that GSE tracking were most important. Gadea highlights key capabilities: and fleet management has huge development potential 1. Th e ability to merge fl eet management technology and in the future we will see lots of progress. I have always (including a manufacturer’s maintenance schedule) with the considered that GSE needs to be upgraded with dashboard GSE tracking capability. It is not as easy as it seems – Gadea technology and be able to supply much more data both for points out that the maintenance schedule for all of RAS’s the driver/operator and also for the company’s monitoring active GSE alone covers more than 10,000 lines of Excel and management system. spreadsheet; “It is high time that GSE become ‘smarter’. Such systems 2. Th e capability to restrict access to GSE to only the should be installed both in new GSE and also retrofitted in appropriate operators. All of RAS’s ramp handlers receive older ones.” Q

16 AIRSIDE INTERNATIONAL | SPRING 2018

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14-17 GSE Tracking.indd 17 09/03/2018 23:58 INTERVIEW | BABCOCK CRITICAL SERVICES Th rough-life asset management A number of companies, large and small, supply GSE tracking and telematics solutions. UK-headquartered multinational industry giant Babcock off ers a wide selection of GSE ﬂ eet management services among an even wider range of systems and services applicable to the airport industry segment and Samir Maha, director of ﬂ eet management, Babcock Critical Services, tells us all about the portfolio

Babcock provides through-life asset management of over 17,000 assets for some of the world’s busiest airports, including London Heathrow

CAN YOU DESCRIBE THE PORTFOLIO OF PRODUCTS include Heathrow Airport, São Paulo Guarulhos Airport and AND SERVICES THAT YOU OFFER TO THE AIRPORT Amsterdam Airport Schiphol. SEGMENT? We employ over 1,000 experienced staff, providing the We offer the following core capabilities, supporting some scale and capability to design, build, upgrade, operate, of the world’s busiest airports and biggest airlines: maintain, manage and improve baggage handling systems Fleet management of specialised GSE – Babcock provides for customers anywhere in the world. through-life asset management of over 17,000 assets The company combines our strengths in engineering, for some of the world’s busiest airports and operators, project management and specialist control systems to ensure customers that include British Airways, Qantas, Alitalia, tight project control, a seamless transition, waste reduction Heathrow Airport, Edinburgh Airport and São Paulo and optimum performance from day one. Guarulhos Airport. Working closely with Babcock customers, we provide We deliver optimised vehicle and asset fleets with single supplier accountability for driving continued airport high levels of reliability and availability and a typical cost performance whilst simultaneously delivering greater resilience reduction of 10-15%. Babcock provides: and lower lifetime costs. As a service provider, independent of t Entire or part fleet through-life asset management manufacturer, we ensure the right equipment for the task from including specialist equipment or vehicles HBS [hold baggage scanner] integration, early bag storage, t Specification and procurement of GSE to standardise and check-in conveyors to out-of-gauge facilities. leverage better terms We are experienced in working with all relevant major t Customised solutions using telematics and data-driven OEMs [original equipment manufacturers], including: evidence to optimise fleet performance. Daifuku Logan, Siemens Airports, Beumer Crisplant, Lodige, Geo Robson, Vanderlande, CDG Systems, Sovex Operation and maintenance of complex baggage handling Systems & Caljan Rite-Hite, Schieholz and Nerak Wiese. systems – Babcock delivers through-life integrated baggage Within the UK, Babcock operates and manages all solutions and support services to support customers that of Heathrow’s baggage handling systems. This includes

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18-23 Babcock.indd 18 11/03/2018 20:14 BABCOCK CRITICAL SERVICES | INTERVIEW

transporting the entire surface transfer baggage for all infrastructure expansion or new baggage handling systems. airlines based there. We also deliver technical improvements Babcock has a wealth of experience in delivering airport to the baggage handling systems at Gatwick, Glasgow, baggage systems in live environments, including working Heathrow and São Paulo Guarulhos airports. We also from initial concept design and consultancy for system maintain 50% of Schiphol Airport’s baggage systems and design, build and testing through to post-installation provide key sortation controls and monitoring at Dubai and operations, technical support and through-life maintenance. Vancouver Airports. One of our market differentiators is the ability to integrate Consultancy, design, installation and improvements new components within existing baggage systems, avoiding to existing baggage systems – As engineering is in our total renewal. DNA, our engineering teams offer proven capability BagNav, our advanced baggage control software, is now and independent expert system analysis to deliver best- installed at some of the world’s busiest airports. It provides a value baggage solutions in the live airport environment full baggage sortation, reconciliation and tracking software – whether in terms of asset renewal, increased capacity, solution from check-in to departure and from aircraft arrival HBS equipment upgrade, performance improvements or to baggage reclaim. It takes information from a number of changing business needs. In our analysis we will implement data sources and enables users to view the complete airport live trials, simulation and emulation to test alternative process without replacing whole control systems. proposals to meet your requirements in the most cost- Airport infrastructure and IT systems management – efficient ways. Babcock provides comprehensive solutions to reduce We help our customers to expand their baggage system complexity and duplication for airport operators. capacity to ensure both resilience and operational delivery With technical expertise in passenger boarding bridge during normal and high demand periods, as well as to maintenance and design, build and installation of data meet future growth. Many airports are space-constrained integration systems, we ensure that operators use integrated and we deliver solutions that do not require wholesale data and information to effectively process their passengers

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18-23 Babcock.indd 19 10/03/2018 00:10 INTERVIEW | BABCOCK CRITICAL SERVICES

in the minimum time and cost. automated fault code reporting and predictive maintenance. Our technical knowledge provides the ability to design We are continually focused on the safety of people and and install new bespoke systems or provide advisory believe that telematics has a critical part to play in helping information or improvements to the use of existing to improve driver safety through monitoring behaviours systems. Our knowledge of complex project management such as speed, acceleration and braking. It helps to means that we look for the most cost-effective solutions identify drivers, where data shows them to be consistently without compromising on quality in standards of service speeding or accelerating or braking too hard, requiring or impacting on daily operations. We have a proven track additional training to understand the safety impacts of their record in consistently reducing user costs for our customers. behaviours. Training can also be offered to help drivers develop a more efficient driving style and therefore increase the life of assets and reduce cost. Asset location tracking can also be used to increase safety through creating a ‘geofence’ around an asset – alerting the service centre if it goes beyond a prescribed boundary. This can provide alerts when assets, such as heavy mobile quarry equipment, leave the areas where it is safe for them to operate, thus reducing the risk of injury. In some of our other operations we have used telematics systems with the ultimate goal of reducing the overall cost of asset ownership and increasing asset availability. For example, by monitoring asset usage in real time planned maintenance activity can be scheduled more accurately, thereby reducing costs associated with early servicing or hours lost due to catastrophic failures resulting from assets running beyond scheduled service points. WHAT SORT OF SYSTEM ARCHITECTURE AND Within an airport environment, we use real-time TECHNOLOGIES ARE YOU USING IN YOUR GSE FLEET telematics data to monitor the level of charge in batteries MANAGEMENT SYSTEMS? on electric ground support equipment. This allows us to Bespoke fleet management system – Babcock’s Modular swap out and recharge batteries proactively thus reducing Asset Management software provides powerful capability downtime due to flat propulsion batteries. By looking at covering critical areas including preventative maintenance utilisation data from assets in the same fleet, it has also been planning, inventory management, incident management, possible to significantly reduce the size of the overall fleet and and management information. the maintenance float – delivering savings to the customer. We provide portals that allow customers to track the Intelligent fleet management data – Over the last five status of their assets and our own performance, helping years the amount of fleet management data that can be them deploy their assets in the most effective way possible. accessed and measured has increased dramatically, and we We have also innovated, where it adds value, such as now have more data at our fingertips than ever before. Data in relation to mobile applications and have deployed is now easier to aggregate, and then interrogate, and this has touch screens into our workshops to facilitate paperless led to a desire for live data accessible from anywhere on a working, in order to increase efficiency and reduce our range of devices. environmental impact. This can be overwhelming, and it is therefore critical to Integrated telemetry – On-board fleet telemetry is synthesise this data so that individuals only see the data that integrated within the fleet management system, giving us is relevant to them at a given point in time. To achieve this, access to key vehicle and operator metrics both in real- time and retrospectively (including driver identification), GPS tracking, excessive acceleration and deceleration Our knowledge of complex project monitoring, and remote view to vehicle’s trip computer (ie, management means that we health and usage monitoring systems). The way we use telematics depends on a number of look for the most cost-effective factors, including budget and the customer’s objectives, solutions without compromising such as increased health and safety performance or reduced downtime. Benefits can include increased safety on quality performance, asset location tracking, usage monitoring,

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18-23 Babcock.indd 20 10/03/2018 00:10 BABCOCK CRITICAL SERVICES | INTERVIEW

Babcock uses a number of different business intelligence Future developments – Babcock recently commenced tools that facilitate the interrogation of data and automate an initiative to develop a next-generation Fleet & Asset data analysis by identifying and informing the right people Management Solution. This solution is expected to provide of trends relevant to them. For some customers, we also the foundations of a single, harmonised operating model use dedicated telemetry analysts to provide end-users with for our fleet management capabilities, which will unlock precisely the information they need to make the biggest benefits such as: difference to their operational performance. t Improved customer satisfaction through the adoption of Another important aspect concerns data visualisation consumer-grade interfaces capabilities that help to make information and insights easier t Enhanced projections of whole-life cost to inform to understand – particularly for our customers operating operational budgets and pricing in a dynamic environment. We do this by creating bespoke t Improved predictability of failures and early dashboards showing live information on role-specific areas intervention to improve cost avoidance and improve such as fleet availability, response times and the number of margins open jobs (tailored for the specific role in question). t Resource management and improved optimisation of In addition, data can be used to understand the best fleet management resources, to the benefit of the end- course of action in response to particular events. For customer’s operations example, managing the fleet response to planned or t Procurement opportunities and the ability to unlock unplanned surge events such as major planned works or improved savings from innovative supply chain extreme weather incidents. partnership models Babcock is continually monitoring the wider fleet t Modular and scalable fleet management services for market for technology innovations and capability best truly global fleet customers, allowing Babcock to practice, to improve the value proposition we provide to all provide a truly global fleet and asset management our fleet customers. optimisation service.

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18-23 Babcock.indd 21 12/03/2018 09:57 INTERVIEW | BABCOCK CRITICAL SERVICES

WHAT ASPECTS OF LOCATION AND EQUIPMENT PERFORMANCE ARE YOU MEASURING AND RECORDING? HOW IS THAT DATA THEN DISSEMINATED AND INTERROGATED? As mentioned above, we measure and act upon a range of data. This includes: t Equipment trends in failure, breakdown and consumable usage. This data is interrogated by fleet engineers who are able to find technical solutions to the root causes, leading to better equipment reliability and reduced cost of fleet ownership t Better understanding of fleet availability through peaks and troughs in demand, and at geographical hotspots around the airport. These allow us to model more efficient operating scenarios which allow the operation to be delivered with fewer assets t Operator behaviours such as standard equipment operation, acceleration, deceleration and travel routes. These are used for training needs analysis and driver Babcock at work at management, leading to a safer, more efficient fleet and São Paulo’s Guarulhos Airport equipment operation.

In managing GSE ﬂeets, we work t Edinburgh: We manage and maintain Edinburgh closely on all elements that will Airport’s fleet of 200 specialist fleet units t 3JPEF+BOJFSP(BMFÍP We manage and maintain Rio’s help to improve performance at a fleet of 60 support vehicles reduced cost t "MJUBMJB We manage and maintain Alitalia’s fleet of over 2,000 specialist assets at Rome’s Fiumicino Airport. Babcock has implemented an availability-focused WHAT SORTS OF CUSTOMERS ARE USING YOUR approach to maintenance, improved and relocated MANAGEMENT SOLUTIONS? workshops and ramp support, aligned the fleet to We deliver GSE services to some of the world’s busiest operational requirements, established a new parts supply airlines and airports, covering airport specialist fleets chain and provides Alitalia with real-time availability and (operational vehicles/fire tenders and snow clearing performance information. equipment) and self-handing flag-carrier airport fleets. Our GSE fleet management customers include: ARE YOU CURRENTLY MAKING ANY t Heathrow: Babcock manages and maintains Heathrow’s IMPROVEMENTS TO YOUR RANGE OF PRODUCTS IN 400-strong specialist GSE fleet comprising snow clearing THE AREA OF GSE FLEET MANAGEMENT? equipment, fire tenders and airport operational vehicles. Babcock is continually monitoring the wider fleet market Babcock has developed an infrastructure of continuous for technology innovations and capability best practice, to year-round support to ensure that people and equipment inform our fleet management roadmap and improve the value are ready for both scheduled and unscheduled events. proposition we provide to all our fleet customers. This includes a seven-month winter preparation Our scale in fleet management across a number of different programme where equipment is serviced, recalibrated markets allows us to retain dedicated Capability Development and continually tested, ready for use from 1 November of and Performance Improvement teams, who are constantly every year improving our services for GSE and sharing best practice from t Qantas: We support the Qantas Group’s fleet of GSE, our other contracts. comprising more than 10,000 assets spread across over 60 locations across Australia. We are working in partnership Workshop optimisation to transform Qantas’ entire GSE fleet, streamlining fleet In managing GSE fleets, we work closely on all elements that management throughout the airline’s domestic, regional, will help to improve performance at a reduced cost including the freight, catering and engineering operations, as well as Jetstar customer’s workshop requirements. We reduce workshop space

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through remapping workshop floors and optimising the use of space. This increases the efficiency of maintenance operations and release space to reduce costs or carry out other activities. Babcock operates and manages all of Heathrow’s baggage handling systems Improving supply chain performance Babcock delivers improved lead times and a reduction in parts costs by reviewing the supply chain to deliver value for money, leveraging our buying power and performance managing incumbent suppliers.

DO YOU CONSIDER THAT WE WILL SEE MORE AND MORE POSITIONING DATA AND TELEMATICS USED ON AIRPORT GSE AROUND THE WORD? WHAT MIGHT BE DRIVING THIS TREND? Absolutely – airports are space-constrained environments and their operators are always looking for ways to reduce congestion on the airfield to free space for other activities or increase efficiency. Telematics and other data are becoming ever more important in helping to facilitate a reduction in the amount of GSE on the airfield, and improve performance and cost of ownership. In the long term, telemetry can be used to support innovative solutions such as equipment pooling and reduce the carbon footprint of our fleets through fuel efficiency and the support of low-emission vehicles.Q

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18-23 Babcock.indd 23 10/03/2018 00:10 FOCUS | AIRSIDE OPERATIONS STANDARDS Heathrow operator fi rst to gain NCAO seal of approval Earlier this year, a London Heathrow International Airport employee – Harry Cooper – became the fi rst person in the UK to be awarded a newly available endorsement for achieving regulatory compliance with European Aviation Safety Agency (EASA) regulations: the ‘National Certifi cate in Airside Operations’, or NCAO

he NCAO was developed as a collaborative programme by People 1st, which describes itself as an “insight-driven performance and talent management T expert” that provides tailored solutions and advice to help clients grow performance and talent, and the Aviation Industry Skills Board (AISB), which was formed a decade ago and works with People 1st as part of a working partnership for the UK’s aviation sector. The AISB’s membership includes airlines, airports and ground handling agents, as well as trade associations and the Civil Aviation Authority (CAA). Harry Cooper receives his According to a statement from the partners, employers Certiﬁ cate of Achievement involved in the country’s aviation industry have been looking for ways to demonstrate competence in areas such as operations, rescue and fi refi ghting, maintenance and management of aerodromes through relevant profi ciency checks. airside operatives from airports across the UK – including The NCAO was created to meet this need. Those awarded Belfast City, Birmingham, Leeds Bradford, Liverpool John the certificate are deemed to be in compliance with EU Lennon, London Gatwick Airport, London Heathrow Airport, Commission Regulation 139/2014 and the UK’s CAA London Luton Airport, London Stansted Airport, London requirements. City Airport, Doncaster Sheffield Airport and Hawarden Both EU Commission Regulation 139/2014 and the UK Airport – have registered with the NCAO scheme. CAA require an aerodrome operator to provide a safety Simon Newbold, airside operations training manager at training programme that ensures that personnel involved Heathrow and co-chair of the Airside Special Interest Group in the operation, rescue and firefighting, maintenance and of the AISB, observes: “Over 15 airports across the UK have management of the aerodrome are trained and competent. been involved in the development of the National Certificate The aerodrome operator must ensure that personnel in Airside Operations, alongside the CAA, supported by involved in the operation of the aerodrome are adequately People 1st. It is now the established national standard for trained. This requires that anyone conducting their all airfield operations staff that recognises competence duties must have demonstrated their competence through in the workplace and aligns to all UK airports and the proficiency checks. apprenticeship standard for airside operatives.” Gaining the NCAO involves a formalised process Julie Blasbery, client relationship manager (aviation) at assessing the knowledge, skills and experience of individuals People 1st, adds: “Having worked with the Aviation Industry working in an airside role, but without a recognised Skills Board over the past nine years on many projects qualification. Competence is demonstrated through a for the industry, we are thrilled to see our partnership combination of online assessment, individual operational on the NCAO result in the first candidate achieving the inspection conducted by a quality-assured assessor and recognition, and also to see so many airports across the certification of professional competence. UK seeing the value of the certification as a route to Since the launch of the programmme, more than 170 demonstrate EASA competence. We look forward to seeing

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24-27 Airside Ops Standards.indd 24 10/03/2018 00:18 AIRSIDE OPERATIONS STANDARDS | FOCUS

further airside operatives achieve the certification in 2018 “From the SIG industry input, People 1st was able and beyond.” to develop the end-to-end NCAO assessment process, including all NCAO observational documentation, PUTTING PEOPLE 1ST knowledge theory underpinning this, and external assessor Blasbery talked to Airside International about the origins of procedures, to create the online NCAO assessment platform. the programme and expectations for its future development. This project also required the external liaison with the “As part of a joint collaborative partnership for the aviation awarding organisation Occupational Awards Ltd (OAL) for sector, the NCAO was developed by People 1st in its ongoing certification of the NCAO.” remit of work for the AISB. Since the AISB’s formation in Blasbery continues: “People 1st also aligned the NCAO 2007, the role of People 1st has been to facilitate and provide with the recently developed airside operative apprenticeship guidance to the board and its formed special interest groups, standard, which was an earlier project it developed and to expedite the board’s ongoing skills objectives as required completed with the SIG Airside Operations, and continues for the sector. to work with the SIG providing administration and guidance “For the NCAO project, People 1st applied a range of with regular reviews of the NCAO to ensure it remains skills to plan, manage, design, develop and communicate current and effective.” the effective implementation of NCAO, balancing employer As to the future, there are big plans for the programme, needs with regulatory requirements. People 1st worked as Blasbery notes: “There are currently over 170 candidates closely with the AISB Special Interest Group (SIG) for airside registered on the NCAO platform, and we are confident operations, to achieve their aim to create, develop and that this will increase substantially in 2018. We believe establish a recognised, accredited and portable certification that as more aerodromes become aware of the benefits of for all those working in airside operations that would achieve the NCAO as a certification developed ‘by industry for compliance, and raise the level of professional learning and industry’, and that not only does it standardise training and skills standards across UK aerodromes. competency requirements but also provides aerodromes

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with the ability to revalidate and maintained to demonstrate compliance maintain their ongoing compliance, with the requirements. Th e NCAO NCAO registrations will continue to provides the system that fully supports the grow. training requirements contained in the “Alongside this, the NCAO will also aerodrome regulation.” assist airports with the opportunity And Nick Yearwood, policy specialist for a reduction in training cost to – aerodromes, at the CAA – tells Airside their business as it provides greater what it was that made the CAA want to get transferability across the UK. on-board with the new training standard “Moving forward, we would like to and certifi cation. “Following a review of our see the NCAO expanding to provide existing regulations, we saw an opportunity aerodromes outside of the UK with to engage with industry to explore how the same standardisation of airside those requirements could link to and align training and compliance.” with the developing National Occupational Julie Blasbery, client relationship People 1st has many other projects in manager (aviation) at People 1st Standards (NOS) for aviation. the pipeline as regards the UK’s airside “A Special Interest Group was operations segment. “Following on subsequently established to ensure from the success of the NCAO, we are consistent guidance to employers currently in early stages of discussions with the SIG Airside regarding the competence of staff working airside. Operations to assess the requirement for a similar programme The Group has continued in various forms since its to NCAO for Accountable Airside Operations Managers,” establishment, finally resulting in the NCAO certification Blasbery explains. syllabus we see today with People 1st.” Moreover, in order to maximise functional expertise Yearwood is in agreement with his colleague, Heap, as to within the sector, the AISB and People 1st continue the relevance and importance of Commission Regulation to form SIGs to bring together key personnel from (EU) No.139/2014. “The introduction of Regulation EU aviation organisations to give their input into the design No.139/2014 – ‘the aerodrome regulation’ – placed an and development of training programmes and specific obligation on the CAA and aerodrome operators to ensure apprenticeship standards. people were trained and competent to undertake their tasks, People 1st facilitates all this ongoing work, Blasbery says, as demonstrated. and – based on this approach – is currently facilitating not “Prior to the introduction of the NCAO, all aerodrome only the AISB, but five different SIGs – three for airports: personnel were trained to local standards. This led to a aviation airside operations, aviation ground handling and variety of competence levels that, while meeting the CAA aviation ground handling (security); and two for airlines: regulations at the time, had little in the way of a national cabin crew and pilot. standard. The EASA aerodrome regulation was developed Following recent government apprenticeship reforms, with the intention of harmonising aerodrome operators’ currently People 1st’s expertise is being been invested by the standards throughout Europe and the NCAO provides AISB into facilitating the development and implementation the system that fully supports the training requirements of new apprenticeship standards for the following groups: contained in the aerodrome regulation and has introduced t Airside operators that standard for training and competence within the UK.” t Aviation ground operatives Looking forward, he sees little likelihood of changes t Aviation ground handling specialists being made to the NCAO any time soon. “The NCAO fulfils t Aviation operations managers the current regulatory requirements and we do not see that t Aviation security specialism changing in the foreseeable future. Regular reviews of the t Cabin crew NCAO will be undertaken as the system matures to ensure it t Pilots remains current and effective,” Yearwood points out. However, the work of the CAA in this area is by CAA STAMP OF APPROVAL no means done. “The introduction of the aerodrome Tony Heap, aerodrome standardisation lead at the CAA, is regulation has placed a number of new requirements a big fan of the NCAO. He comments: “Th e EU aerodrome on aerodrome operators that enhance an already safe regulation (Commission Regulation (EU) No.139/2014) operating environment,” Yearwood says. “We are working requires aerodrome operators to ensure their staff have with the operators to ensure the processes and procedures demonstrated their capabilities following training and that are in place to gain the maximum effectiveness from the qualifi cation, training and profi ciency checks records are new requirements.” Q

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24-27 Airside Ops Standards.indd 26 10/03/2018 00:18 24-27 Airside Ops Standards.indd 27 10/03/2018 00:18 FOCUS | WFS

David Clark, global head of safety and security at WFS

Putting safety – and security – ﬁ rst On 27 February, David Clark celebrated a year in the role of global head of safety and security at handler Worldwide Flight Services (WFS). He talks to Airside about what has been achieved over the past year by him and his colleagues in these closely related realms, and of his priorities for the next 12 months

hen Clark moved to WFS last year, he did so with and security together under one executive authority, while the benefit of nearly 20 years in the airline business, embedding these concerns as a core element of WFS culture so the handling side of airside operations was by and operations. W no means new to him. He knew the WFS name Another reason Clark chose to move to WFS, he says, was well, but at that time the Paris-headquartered firm, the news of Craig Smyth taking over as CEO of the handler whilst big in cargo, wasn’t seen as one of the world’s big in August 2016, just a few months prior to Clark’s own move five or so ground handlers. So why was it his first choice to WFS. Clark was aware that safety and security were a for a new job? One reason, Clark recalls, was that WFS was priority for the new CEO. Plus, in discussions with WFS’s clearly a company on the move – mainly through mergers owners, they too made it clear that they regarded safety and and acquisitions, it was expanding quickly. security as the number one component of the corporate Something else that attracted him to the post of global strategy and growth plans. head of safety and security at WFS was the handler’s Prior to joining WFS, Clark had already made clear in emphasis on putting just those issues at the heart of its his own mind some of the priorities he intended to drive business. Up to then, while safety and security had certainly when he took on the new role. Of course, his initial focus been regarded as key issues for WFS, they had tended to be would be to get to know the business, and, crucially, the addressed separately by various components of the company, functional experts looking after safety and security in each whether geographically or functionally; but the start of last area. Understanding customer expectations and the various year saw the handler seek to bring the twin issues of safety regulatory regimes was also essential.

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Bringing together safety and security under one function under different safety and security procedures. Logically, makes perfect sense to Clarke. He believes the principles of the next step would be to standardise and upgrade where addressing both subjects are much the same: in both cases, necessary the various SMS (an SMS is a systematic approach it is about mitigating a threat to people, infrastructure and to managing safety, including the necessary organisational equipment, while the measures needed to mitigate those structures, accountabilities, policies and procedures) that risks are all about putting in place the appropriate corporate WFS adheres to across its various component businesses culture, training, processes and resources. and global stations. Both safety and security are also an ongoing concern and The handler currently has five separate SMS in operation a key part of everyday handling operations. While safety on that meet International Air Transport Association Safety the ramp must be at the forefront of any ground handler’s Audit for Ground Operations (ISAGO) standards, a legacy mind whenever he or she is active on the ramp, security too of previous organisational structures and acquisitions. must always be borne in mind. And, for a cargo handler, Introducing an overarching IT system to record and security has also become an integral part of his or her work assist with corporate-wide safety training and processes – not only screening freight but also keeping security at would be one aspect of this focus on standardisation and airport perimeters and airside warehouses airtight. improvement. Another priority is to standardise GSE Another immediate priority was to get to know the specifications across the whole of WFS. various areas of the WFS business and how they operated Much has been achieved in these various areas over the past year, Clark informs, although the work is very Bringing together safety and much ongoing. Milestones achieved so far have included the introduction of ‘best-in-class’ security procedures for security under one function makes cargo handling at WFS’s US stations in response to new perfect sense to Clarke TSA directives. Already a “big success” in the US, these new cargo handling practices differentiate WFS from the

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28-31 WFS.indd 29 10/03/2018 00:37 FOCUS | WFS

rest of the industry and will be rolled out beyond the North If they have been trained appropriately and the proper American continent to WFS stations elsewhere, he says. operating procedures are put in place, the potential Much closer links have been developed over the past year hazards can be overcome, he believes, even though the in terms of safety and security standards right across the pressures caused by ever-tighter aircraft turnaround times WFS network, taking in WFS stations around the world, continue to increase. Bangkok Flight Services (BFS is a joint venture between Other operating environments of a similarly hazardous WFS and Bangkok Airways) in Thailand and WFS ground nature can offer models of how the threat to life and limb handling subsidiary Orbital in Brazil. can be minimised, Clark suggests. For example, he points In April 2018, a proof of concept (POC) will also be to US Navy aircraft carriers as being an object lesson in launched for a new IT system to bring together the different how the right training and implementation of standard aspects of WFS standards and procedures relating to safety; operating procedures (SOPs) can mitigate the risk in two or three vendors are being assessed, Clark confirms. what is an otherwise congested and potentially dangerous Plus, he is also currently looking at ways of standardising environment. WFS’s training as regards safety and security, to meet The nuclear and oil and gas industries also provide case and go beyond the requirements laid out in IATA’s latest histories of sectors that previously had relatively poor safety Airport Handling Manual (AHM). WFS’s Airport College, records but that have improved them massively, following the located at Charles de Gaulle Airport opposite WFS’s global introduction of rigorous training programmes and SOPs. headquarters, will play a key role in this regard, Clark says. Looking back over the years, Clark would describe the global handling industry as having had only a “fair” or GETTING IT RIGHT “average” safety record. The record has not been excellent, “Safety is vital,” Clark insists, pointing to the tragic death of and can certainly be improved. “There’s a long, long way a British Airways engineer on the ramp at London Heathrow to go on this,” he considers, noting that “the cost of doing just a week before he spoke to Airside (in February, when safety badly is high”. two vehicles collided on the airfield). The ramp is an That cost can be measured in human terms (in injury or inherently hazardous environment, full of aircraft, vehicles death), but also in financial terms. Moreover, the benefits and equipment that can cause harm, he notes, but it needn’t of having an effective SMS in place can also be measured be a dangerous environment if those operating on the in financial terms, Clark insists. The ‘halo effect’ of getting apron have the right way of thinking, the right processes, safety right is well-proven, he says: the right training and leadership and equipment. focus on quality across a business not only improves safety

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standards but also has a knock-on effect in terms of efficiency and productivity. The ramp is an inherently Some help is being received from external hazardous environment, sources. Thus, for example, GSE manufacturers are now offering equipment with much-improved full of aircraft, vehicles safety features, which is of significant benefit to and equipment that can a handler such as WFS. Conversely, a weak point can be identified in some aircraft designs, Clark cause harm suggests. Some of the latest aircraft designs feature, for example, vanes and other protuberances at chain and maintaining the security of that chain. head-height, a hazard to the unwary handler. For ground handlers, too, it is vital for the Similarly, cargo doors can only be opened by a companies concerned to stay at the forefront of the handler near the door, at some height; how much available technologies and to stay one step ahead safer would it be to have the door controls at of the threat. Just keeping an eye out for something ground level, he asks. on the apron that is different, or unusual, is key, he says. As is having a corporate culture that THE THREAT TO SECURITY encourages any individual handler to report that Th e terrorist threat has been with the aviation potential threat to security, no matter how small it industry for decades, of course, but the tools to meet might appear. that danger have evolved. And the biggest change for This forms a key part of the WFS training handlers has been the awareness of that danger, Clark process, Clark informs. Moreover, “We go well considers, especially amongst cargo handlers. Th ey above and beyond what is required by law” in this have become an integral part of the air freight supply regard, he concludes. Q Fueling Proﬁts

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28-31 WFS.indd 31 10/03/2018 00:37 BUYER’S ASSESSMENT | AMSTERDAM AIRPORT SCHIPHOL

Marcel van Beek Buyer’s Assessment: Amsterdam Airport Schiphol In this Buyer’s Assessment, we turn the spotlight on Amsterdam Airport Schiphol and its testing of ITW GSE’s new 7400 battery-powered GPU

ver the years, Amsterdam Nissan Leaf battery pack, the unit handling commercial aircraft on tight Airport Schiphol has been has no diesel emissions (ITW GSE turnarounds at Schiphol as part of its a frequent purchaser of the assesses that the 7400 offers a 90% ongoing evaluation. One man who O fixed power units (FPUs) reduction in harmful emissions at worked closely with ITW GSE in what of ITW GSE, the Odense, the workplace compared to a diesel he describes as the ‘initiation’ phase Denmark-headquartered ground GPU), extremely quiet operation and of the unit’s development, and has support equipment supplier that the capability of providing power at continued to do so during the testing brings under its ITW umbrella brand a gate where no fixed power source and evaluation process, is Schiphol’s other well-known, historical names in is available; the 7400 therefore offers manager process innovation, Marcel GSE provision including AXA Power, an environmentally friendly, reliable van Beek. Having moved across on 1 Hobart, Houchin and J&B Aviation. and flexible power option for aircraft January 2017 to a role undertaking There are currently more than 100 docking at remote gates. proofs of concept on technologies that ITW GSE power coils and other solid- It is also less expensive to operate will assist the airport in delivering state ground power units (GPUs) in than a diesel GPU, with ITW GSE “operational excellence”, van Beek operation at the Dutch capital’s airport, claiming a lower total cost of ownership had previously worked on sustainable but a completely new ‘greener’ power (TCO) than a conventional diesel development projects at Schiphol. supply option is currently being tested equivalent after just six years. As part of those initiatives, van at the gateway. Beek looked at minimising emissions That GPU is ITW GSE’s all-new DEVELOPMENT AND EVALUATION on the ramp through the potential 7400 battery-powered unit. Based Testing on the 7400 began at use of different ‘green’ technologies: on the ITW GSE 2400 solid-state Schiphol last year and has continued solar power, wind power, hydrogen converter powered by the proven into this year, with the unit now and battery power. Considering the

ITW GSE’s 7400 battery-powered GSE in operation at Amsterdam Airport Schiphol

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latter’s potential, he talked to battery look green and bright,” he predicts, suppliers such as Nissan, and indeed adding that he has been delighted was involved with bringing together with his collaboration with ITW ITW GSE and Nissan in order to assess GSE. In particular, van Beek informs, how they might help Schiphol in the the supplier has been very good at provision of environmentally-friendly “managing expectations”, being honest power on the ramp. and open – not something, perhaps, Given the success Van Beek wanted an electronic that can be said of the relationship of the testing GPU, or EGPU, that is free of between all manufacturers and their emissions, is quiet, requires little or end customers. programme at no retraining on the part of operators Given the success of the testing Schiphol ITW GSE familiar with diesel GPUs, needs programme at Schiphol ITW GSE little maintenance and has a high fully expects the 7400 to go into full fully expects the degree of reliability. These were the production this year. 7400 to go into full requirements he passed on to ITW As well as GPUs, ITW GSE also GSE, who then got to work with manufactures and supplies pre- production this year Nissan to create the new 7400, which is conditioned air units (PCA) and designed to fulfil all those criteria. various GPU- and PCA-related The co-operation between the accessories to the airport market. three bodies – Schiphol, Nissan and It is a wholly owned division of ITW GSE – went and continues to go Illinois Tool Works, or ITW, a US very well, van Beek says. “The future Fortune 200 company. Q

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32-33 Buyers Assessment.indd 33 10/03/2018 00:40 FOCUS | LONDON GATWICK HANDLING

Just some of the tugs DHL is using to handle easyJet ﬂ ights through the southern UK gateway

All change for easyJet handling at LGW Rushlift has provided more than 400 items of GSE to support the start of DHL handling low-cost carrier easyJet’s ﬂ ights through London Gatwick. Meanwhile, TCR is busy readying the GSE previously used to handle the airline’s ﬂ ights there for potential new customers

n 1 November last year there was a changing of the various ground handling duties, including marshalling, guard at London Gatwick International Airport – at loading and other logistics-related tasks. least in terms of the handling of the numerous flights When the contract was awarded, the airline’s chief O of UK low-cost carrier (LCC) easyJet through the operating officer, Chris Browne, commented: “easyJet is southern England gateway. looking forward to developing a new partnership with DHL For more than a decade, Menzies had been processing building on their global expertise in logistics and service. easyJet’s turnarounds at Gatwick, but a change in focus for the “The focus of all three companies will be to achieve a LCC saw easyJet move to a new, more hands-on approach. For seamless transition over the coming months, providing one thing, it chose to be handled by the integrator giant DHL high-quality services to easyJet’s passengers at Gatwick (though Menzies continues to handle easyJet’s operations in while enabling affected staff to move to DHL.” numerous other countries in the carrier’s network). DHL Supply Chain UK & Ireland CEO Paul Dyer added: DHL is now providing check-in and other passenger “DHL has a strong commitment to being an employer of choice, services such as baggage handling for over 9 million off ering industry-leading working practices, training and career departing easyJet passengers a year. It is also undertaking development. It’s this commitment to people that will be crucial in delivering exceptional customer service for easyJet. “This transformational contract will see us support easyJet in delivering core customer service and logistics operations including passenger arrival and bag-drop, baggage sortation, boarding gate marshalling, aircraft loading and unloading, as well as management of other service providers. And as the global logistics leader, we look forward to delivering excellent levels of service to easyJet’s customers.”

GSE: AN INNOVATIVE APPROACH The handover to DHL took easyJet has approximately 60 aircraft based at Gatwick place on 1 November 2017 operating on more than a hundred routes. It is no small operation and, when the airline took the decision to move to a new handler, it also adopted a rather unique model in terms of

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directly leasing GSE itself (the GSE is sub-contracted to DHL). transition went seamlessly and was a credit to all involved.” For this, following a competitive tender, easyJet turned to The GSE was sourced in large part from TLD and Rushlift, the GSE lessor and maintenance specialist. Mallaghan, including 65 of the former’s Jet-16 electric Rushlift, which has had a big presence at London baggage tractors and 30 of the latter’s Bendibelts. Other Heathrow since 2013, when it acquired the American suppliers included Aviramp, Hydro and SPS, which provided Airlines maintenance facility at the UK’s biggest airport, was such equipment as 32 pushback tugs, and 65 sets of steps. approached by easyJet to see what it could offer the carrier in terms of leasing GSE. “They wanted to control their own destiny” in terms of the equipment used to turn around We’ve had some really positive their aircraft at Gatwick, recalls Tim Willett, Rushlift’s feedback from easyJet operations director GSE. Tim Willett Rushlift won the contract – which involved a capital investment of some £14.5 million (US$19.6 million) – to supply the 429 items of GSE required for easyJet’s That GSE is now being supported by a new Rushlift Gatwick handling in early 2017 and then, like DHL, began airside workshop established for the purpose in Gatwick’s preparation for that critical handover date of 1 November. North Terminal and staffed by eight GSE engineers. Four For Rushlift, that meant having all the equipment pre- VW Crafter mobile workshops are also available as part of delivery inspected and actually delivered and on-site by the the Rushlift full-support package, which is provided over night of 31 October. That night, Willett explains, the Rushlift the five-year term of the ease contract with easyJet. team worked right up to 02.00 on 1 November to deliver what Looking back on the months since that change in he describes as a “superb start-up in unison with DHL”. It November, Willett informs: “We’ve had some really positive was a major challenge, probably the biggest such start-up in feedback from easyJet. We have weekly meetings with them Europe in recent memory, he remarks, while adding: “The and they have been very happy with the equipment supplied.”

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Rushlift is a part of the Doosan enterprise, which turns to do it all,” he points out. over in the region of $20 billion per year. It is a huge A large proportion of the assets taken out of LGW were concern, and its support was perhaps one reason why used to support the successful start-up on 1 November of easyJet turned to Rushlift for the Gatwick contract, Willett Menzies operations for easyJet in Nice, and for Alyzia’s posits. He notes Doosan’s “excellent financial support” for operations in Nantes, Bordeaux, Lyon and Marseille, also Rushlift, the former being very excited by the GSE aspect of for easyJet; they have also been used to support Alyzia’s its multi-billion-dollar business. handling operation – again for easyJet – in Toulouse since 16 January this year. LOOKING FORWARD Other assets have been refurbished for re-sale on the Th e GSE that had previously been used by Menzies for second-hand market, Philips says. “I expect the vast majority handling easyJet’s services through Gatwick was quickly of the GSE coming out of LGW to have found a new home recovered. Belgium-headquartered rental and leasing specialist over the next three to four months” (ie, by mid-2018). TCR is now refurbishing it for use by potential new customers. As can be seen, he continues, timelines are always TCR’s general manager UK, Kristof Philips, remembers very stringent but – thanks to TCR’s extensive network of that the transition planning was complex but vital, TCR operations in Europe, strong relationships with customers, talking with the handler and the airport authority as well as airlines and airports, the holding of a strategic non- the carrier about the new requirements. rented fleet available to support quick start-ups and most importantly a dedicated European team that is willing to “go the extra mile for each other and the customer” – TCR is able to guarantee successful transitions without any disruption to operations. “This is something that we are very proud of at TCR, and that has proven its merit on many occasions in the sector,” Philips declares.

COMPLEX PROCESS Th e GSE that came out of operation at Gatwick on 1 November included all the standard types used for supporting handling activities, including belt loaders, tractors, steps, dollies, and so on. TLD’s TPX-100E electric towbarless tractor “As of the moment our customer was informed of on-site for easyJet at London Gatwick easyJet’s decision not to renew Menzies’ contract, TCR and Menzies started preparing the transition,” Philips recalls. “The first requirement was to understand which assets (GSE types and numbers) were to be returned to TCR. He tells Airside about the big night. “On the night of 30 Secondly, we needed to understand the transition planning October, all the GSE used by Menzies to support the easyJet between Menzies and DHL, in order to ensure continuity of handling contract at LGW [London Gatwick Airport] was operations. taken off the airport. All except for two families [of GSE], “In order to support our customers as much as possible, where TCR left assets intentionally on the ramp in order to TCR allows them to hand back all the GSE linked to the allow a smooth transition/handover.” handling activity of the lost contract. As such, all worries More precisely, he says, the GSE temporarily left on- around the logistics of GSE having to be removed from station were 40 sets of passenger steps and six belts which the airport, damage repair, reallocation of assets into new were kept in rent for another three or four months on the projects (capital risk) are transferred from our customers to ramp, because these assets were not yet available in the fleet TCR,” he notes. of the teams taking over the handling operations for easyJet. All the assets in this case already belonged to TCR and “As without these assets operations could not be supported, were rented to Menzies under a Full Service Rental scheme, TCR decided to help out easyJet and to avoid disruption of meaning that TCR: operations at LGW,” Philips confirms. t Rents out the GSE “All other assets were taken off and moved to TCR’s t Maintains it at a fixed cost (including fair wear and tear) central storage location, where they are now being t Offers various fleet management services such as refurbished/repaired in preparation of being put back into telematics solutions, an online defect reporting portal, rent. Refurb work is done by various sub-contractors. This is specific reporting on damage , usage data, and so on done in order to ensure a quick, yet qualitative, throughput t Can also provide additional services, such as fuelling, of assets. Most sub-contractors don’t have enough capacity washing, etc. Q

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34-37 London Gatwick Handling.indd 37 10/03/2018 00:50 FOCUS | SATS

Partnering for growth SATS is looking to expand its ground handling operations across East Asia – and partnering with carriers in joint ventures is one way to do it

ate last year, SATS, the deal involved SATS acquiring a 50% As well as seeing SATS and AirAsia Singapore-based provider of share in AirAsia ground handling being responsible for growing their ground handling and catering subsidiary Ground Team Red Holdings ground handling footprint in their L services, confirmed that it had (GTRH) in exchange for a share in respective markets, the deal also agreed a collaborative ground SGSS as well as a cash sum. anticipates expansion into Indonesia, handling deal with Kuala Lumpur, According to the terms of the the Philippines and Thailand. Malaysia-headquartered low-cost deal, GTRH would be renamed SATS According to Alex Hungate, carrier (LCC) AirAsia. Ground Handling Red Holdings and president and CEO of SATS, the The partnership covers ground act as a joint investment vehicle for partnership deal was only concluded handling across the Association of SATS and AirAsia, holding stakes in after six months of discussion. South-east Asian Nations (ASEAN) both the Malaysian Ground Team Red “AirAsia had always self-handled in region and saw SATS establish (GTR) subsidiary and Singaporean the belief that no third-party ground an entirely new ground handling subsidiary SGGS. handler could match their quick entity called SATS Ground Services As a result, AirAsia will effectively turnarounds,” he notes. “However, Singapore (SGSS) to operate out hold a 51% share in GTR and 40% of in August 2017, SATS was appointed of Singapore Changi International SGSS, while SATS will effectively hold ground handler for AirAsia in Airport’s Terminal 4. Moreover, the a 49% stake in GTR and 60% of SGSS. Singapore, and they were impressed

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by SATS’ performance and by the “We like to partner with strong plans. Hungate explains: “SATS sees innovative services that SATS has base airlines to strengthen their hub three mega-trends in Asia that are developed with new technology. operations and improve connectivity for benefiting our business – growth in That was when the idea of a ground passengers and shippers across Asia.” air travel, greater demand for high handling partnership was mooted.” SATS also points out that the growing quality, safe food and rapid rise in Tony Fernandes, AirAsia Group’s fl eet sizes of Asian carriers like AirAsia e-commerce traffic. CEO, is also enthusiastic of the represent a “huge opportunity” for a “As these trends drive up volumes, potential of the deal, commenting: handler such as itself. SATS invests in technology to “We believe this joint venture will Other, similar partnerships may achieve higher operating leverage allow AirAsia to unlock significant also be in the offi ng, although Hungate from improved productivity and value and grow it.” is guarded about this: “For reasons of strengthened connectivity. For confi dentiality, we cannot comment on example, we are digitising ramp PARTNERSHIP AND GROWTH new partnerships still under discussion.” operations, delivering real-time data to Th e accord will give SATS access However, with SATS already our ramp teams using SmartWatch and to the Malaysian ground handling offering ground handling in Beijing, Smart Glass. market. According to the company, Taiwan and Hong Kong in East Asia: “We have launched a fully the partnership will combine AirAsia’s “We prioritise the most connected, automated eCommerce Airhub and “expertise in providing quick and low- fast-growing airlines in the large automated kitchen operations with cost turnarounds with industry best aviation hubs,” he adds. use of AGVs and robotics. We believe practices and innovative technology There are changes taking place in we will continue to benefit from developed by SATS for passenger and the region that are having a definite our investments in technology,” he ramp handling”. Indeed, says Hungate: impact on SATS and its business concludes. Q

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38-39 SATS.indd 39 10/03/2018 00:53 FOCUS | AIRLINE SERVICES

Airline Services on the wing Manchester, UK-headquartered service provider Airline Services has more than doubled in size over the last three years; and further expansion is on the way

igel Daniel is managing more than half a million pounds director – handling for Airline (US$660,000). Services, a man with decades Also, to be received in December N of experience at handlers 2017 from the same supplier, were including Swissport and two high-lift catering units worth in Aviapartner. But it is for Airline the region of £300,000 ($400,000), Services that he now manages a while three water servicing units rapidly growing handling operation. were also acquired in the not too The company ground handles at distant past – for a total spend of just several UK gateways, although its over a million pounds ($1.3 million) biggest operation is to be found at in recent months from just one GSE London Gatwick, where it handles manufacturer. the aircraft of more than 20 carrier Historically, Daniel notes, Airline customers. Services acquired second-hand GSE Nigel Daniel Ground handling is just one string but, he points out: “We now have to the Airline Services bow, however; the level of business and scale to buy it also de-ices at 12 UK airports, as new equipment, where the contract well as offering what it refers to as value and length of contract supports aircraft ‘cleaning and presentation’ this level of investment.” services at those same gateways. In New GSE-related technologies fact aircraft interior and exterior are also catching Daniel’s eye. For cleaning and presentation form a instance, at the time of speaking to very important part of the company’s Airside he is in negotiations on a major product mix. contract that – if won – would see The growth that Airline Services Airline Services handle at an airport is enjoying in its various service in the north of England. If the tender offerings can be seen in just some is successful, Daniel is considering of the procurement decisions it has Mototok radio-controlled, towbarless, taken in recent months. Thus, for small electric tugs as an option for the example, it has just received from new operation. Northern Ireland-based GSE supplier Also, on 8 December to be precise, Mallaghan two large widebody de- Airline Services commenced work on icer rigs, an acquisition alone worth an important new contract to clean

De-icing in harsh weather is a big part of Airline Services’ work

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low-cost carrier easyJet’s large aircraft fleet that flies through the west of England’s Bristol Airport. Bristol is actually easyJet’s second-largest operation in England, so this contract win was a major coup. Daniel is in talks for further expansion in this area of the operation with several airlines. Airline Services has a comprehensive customer base covering its home market of the UK. It has contracts with all of the big UK and Irish carriers – easyJet, TUI, FlyBe, Thomas Cook and British Airways, as well as Ryanair. It also has contracts with some of the major non-UK carriers flying into British gateways, such as Emirates.

STAYING COMPETITIVE IN A BUSINESS WITH LOW MARGINS Growth won’t be achieved at any cost, however. “We will in some instances turn contracts away if the potential customer won’t pay enough for us to make a margin,” Daniel confirms. The airline handling business is known for its low profits, but some handlers and aircraft cleaning companies will take on work when there is no margin at all to be made, or worse than that large losses, he insists. “My frustration is that some of my competitors – and it is by no means all – will say one thing and Dry washing an aircraft exterior do another.”

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Some handlers and other service providers will seal the of external factors that the company cannot control. Daniel deal on a new contract and then worry about how the terms notes the increasing level of NEST workplace pension of the deal can be achieved at the agreed price, he argues. contributions that a UK business now has to make for There is sometimes a disconnect between the sales guys and instance (the National Employment Savings Trust – NEST – the operations people in a handler, Daniel suggests, which requires UK businesses to make compulsory contributions is why he ensures that there isn’t such a problem at Airline to employee pensions). Services – the company’s sales people cannot sign off on Plus, the UK’s national living wage also rises on an annual the terms of any new tender without the approval of the basis as the government stipulates, and it is mandatory company’s operations people first. for businesses to pay their staff at this level as a minimum Staying profitable – and Airline Services is profitable in requirement. Daniel has no problem with the concept of the a tough operating environment – means that a handler has minimum wage, nor indeed the level at which it is set, but to be efficient. One way in which Airline Services ensures he does believe that – given the relatively low margins that that it remains so is by having a multi-skilled labour force. an airline service provider typically earns – the consequent For instance, Daniel highlights the fact that even though increases in labour costs have to be passed on to handlers’ the UK requirement is for a de-icing capability to be always customers. Some customers are understanding; others less available between 15 September and 15 May each year, few so, he says. But this is an industry issue, not just a service of those days might actually involve de-icing operations. provider issue, about which the industry has to have a clear Moreover, rarely in the UK will aircraft de-icing be understanding and good communication, he insists. required for more than five or six hours in the morning. This leaves the de-icing staff on Airline Services’ payroll FURTHER GROWTH with potentially plenty of downtime; the solution for this As of the time of writing, Airline Services remains committed company at least has been to train its de-icing specialists to the UK market – and the UK market alone. But that may in various aspects of aircraft cleaning and presentation, well change in the near future. “We would certainly not rule baggage handling and cabin work, ensuring that they can out moving into Europe for the right reasons,” Daniel agrees. always be kept fully and gainfully employed. In fact, he confirms that the company has had discussions Of course, making the most of a labour force is a vital with Dutch airports and had a look at Italian airports with part of any business, and no more so than for airline service a view to broadening its footprint into continental Europe. providers. Employees make up more than half of the cost “We might very well be active in Europe in some way within base for Airline Services, and that cost is increasing because perhaps 18 months,” Daniel informs. Q

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40-43 Airline Services.indd 42 10/03/2018 01:02 40-43 Airline Services.indd 43 10/03/2018 01:02 FEATURE | HIGH LIFTS AND LOADERS

TLD’s reGen electric loader at work

n November last year, it was confirmed that Dutch carrier KLM had decided to turn to TLD for the replacement of Loader news its lower deck cargo loader fleet. The airline saw TLD’s I TXL-838-reGen loader as its preferred option, based in Changes are being made to the large part on its desire to move to a fully electric loader. design and technology of loaders as According to TLD, the decision followed almost a year of performance testing of the TXL-838-reGen alongside other market demands evolve. Perhaps most loaders. A statement from the globally active GSE supplier noticeable is the trend toward more and equipment support provider said that the reGen had environmentally friendly units “demonstrated its technical leadership”, and was the only loader to “perform systematically the full daily duty cycle with one battery charge”. The TXL-838-reGen is a battery-powered self-propelled, dual-platform electric loader that can transfer containers and pallets weighing up to 7,600kg (7.6 tonnes, 16,700lbs). The loader is available in Standard, Wide, Universal and Superior variants, designed to meet different commercial aircraft requirement. It features a patented TLD-designed system that optimises energy consumption and maximises battery life: a power management system that includes the regeneration into super-capacitors of the energy, usually lost, when the

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JBT HELPS OUT WITH FINAL UNITED B747 FLIGHT “ON 7 NOVEMBER last year, United Airlines fl ew its fi nal B747-400 fl ight, from San Francisco to Honolulu. The fl ight marked over 47 years of United service for the iconic Jumbo model, but was also an important milestone for one of the A Trump D40-D de-icing truck carrier’s GSE suppliers, JBT Corporation, which – then known as FMC – designed and developed the JCL and JC/PL-1 cargo loaders that the carrier used to support its fi rst B747 fl ight back in 1970. Along with the cargo loaders, United also used STT (Side Transfer Turntable) container dollies that provided efficient rotation for end loading and side transfers of containers. In addition, JBT provided United with Trump D40-D de-icing trucks for its B747-400 operations. “United Airlines was JBT’s fi rst GSE customer, dating back to 1959,” observes Lee Coon, JBT global director of sales and customer care. “We are proud to have been United’s cargo loader supplier for [its] fi rst B747 aircraft, and we are honoured to continue supplying safe and reliable GSE for their current fl eet of aircraft.” QQQ

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loader platform is lowered as well as a ‘direct drive’ driving system that avoids hydraulic circuit energy losses. The unit’s 80 Volt electric power system is available off- the-shelf and commonly used on other GSE, easing the cost of maintenance. Rémi Langlois, chief operating officer of TLD Canada, says that the partnership with KLM will represent a “good- size project” for the manufacturer, but what makes it such an important order for TLD is that it is the largest-ever for battery-powered 7-tonne loaders. “TLD is very proud to have been selected,” he says, confirming that “KLM performed side-by-side testing of multiple brands of loaders and TLD TXL-838-reGen clearly outperformed all existing brands.” Langlois explains the growing emphasis being placed on electric loaders, and environmentally friendly equipment in general. “Green GSE products have been a strategic development sector for TLD for many years, and the TXL- 838-reGen was developed as part of this strategy. “Electric equipment is clearly the future for GSE. The TXL-838-reGen inherits from all the features of the TXL-838 in terms of operation, but includes a battery- powered hydraulic system, an electrical drive and a kinetic and potential energy recuperation system. The reGen

Indeed, “Our units are constantly evolving, with new AMSS is currently being integrated technologies and standards,” he continues. For example, into the JBT business processes. “The development of composite aircraft has influenced a lot of our efforts toward docking safety, first with our Aircraft The AMSS product brands are Safe Docking (ASD) system and now with our automatic being incorporated under the steering control approaching the aircraft (ASD+).” And looking further ahead: “We are looking at extending overall JBT brand our electrical equipment offering with additional models of Kevin Cecil, engineering manager, JBT greater capacity, and also at providing more automation to remove the human factor involved in some operations and to provide an optimal return on investment of TLD loaders.” components (motors, inverters and battery) are common to TLD Canada is located in Sherbrooke, Quebec. It is TLD’s other electric GSE and industrial standard equipment. second-largest factory and produces loaders for all regions “We already see some competitors moving toward of the globe. Besides loaders, it also manufactures other electrical drive and energy recuperation systems but our serial products for the North and South American markets, many years of experience, starting with Air France and such as baggage tractors, belt loaders, lavatory and water the TXL-737-E, provide us with a clear competitive and vehicles, and pushback tractors. performance advantage,” he insists. TLD offers a wide range of diesel-powered loaders in PRODUCT ADDITIONS addition to its reGen product. “The TLD loader offering has Across the Atlantic, a US-headquartered loader manufacturer evolved over decades to cover every customer need,” says has also had big news of late. Last year, JBT acquired AMSS, Langlois. Today, the company’s loader product line ranges the Bridgend, Wales-based GSE supplier. AMSS, which from a 3.5-tonne unit to a 36-tonne loader, with many employed 125 staff at its facility, had for many years supplied variants and options to cover the different needs of a wide GSE – including loaders and cargo pallet transporters – to both range of customers. Moreover: “We always try to look ahead the military and civilian markets. The move to snap up the for future needs and be ready for those,” Langlois adds. smaller company has added further breadth to the JBT loader “This is how, back in 2008, TLD decided to design the first portfolio and customer base. generation of TXL-838-reGen.” Observes Kevin Cecil, JBT’s engineering manager,

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loaders: “JBT has sold over 600 Halvorsen is important. For equipment manufactured three-pallet loaders to militaries around the after July 2018, the International Air world, but the AMSS acquisition expands the Transport Association (IATA) is adding breadth of our military loader product offering further requirements in its Airport Handling with the addition of [AMSS’s] four- and five- Manual (AHM) to help with ‘Aircraft Damage pallet Atlas loaders. Prevention’. IATA AHM 910, 913 provides Speaking to Airside International in January information that applies to most GSE that this year, Cecil confirmed: “AMSS is currently comes into contact with aircraft; additional being integrated into the JBT business details regarding specific equipment are covered processes. The AMSS product brands are being in AHM 920 (passenger steps) and 931/932 incorporated under the overall JBT brand.” (loaders), for example. Of course, prior to the AMSS acquisition JBT’s Aircraft Proximity Detection (APD) JBT had already offered the market a wide system already has many of these items in range of loaders, of many types and suitable for place, with only a few new twists that it is various functions and customers. “The current also now making available, such as additional JBT Commander and Ranger product portfolio event recording. The manufacturer developed compromises a vast majority of loader an option that required a supervisor to reset applications,” Cecil observes. the unit with a key if contact was made with an aircraft. That option is still there, but JBT DESIGN AND DEVELOPMENT: DAMAGE equipment will now also record this event PREVENTION in the software provided with the unit. “We When it comes to keeping up with loader are also asked to record any time the system design requirements, the impact of changes in automatically goes into a slower speed when the GSE regulatory and advisory environment the operator should have done this manually

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before the event took place,” Cecil confirms. more prominent part/focus of the inspections.” As to other trends affecting loader design, he continues: From a performance and productivity perspective, JBT “One of the bigger items being worked on by JBT and many offers a high-speed option with its Ranger loaders. The others GSE manufacturers in co-operation with SAE and Ranger can travel up to 15mph and cover long distances airframe suppliers (such as Airbus and Boeing) is the move on airport grounds between gates/terminals, saving towards automated docking of GSE with the aircraft. This time between aircraft loading/offloading. But further will be an additional step in the advancement of APD and development of the Ranger loader product is in the prevention of damage to aircraft. In 2018, you will start to offing. For example, the Ranger main deck loader will be see this go from a concept to reality.” introduced this year. SAE International, formerly the Society of Automotive Plus: “There will be selective product introductions in Engineers, is a US-based professional association that the future to address any product gaps that offer viable develops standards for engineering professionals. growth opportunity in the future,” Cecil informs. “Interest Across the world, increasingly stringent emissions in electric GSE is growing, although it is geographically regulations continue to push the envelope on available specific at this point. We are expanding our electric engine technologies, Cecil notes. “JBT has been availability as global demand justifies it.” updating our equipment with the latest EU and EPA [US Environmental Protection Agency] compliant engines, as MEETING RIGOROUS STANDARDS well as having a wide variety of electric products that have Another loader manufacturer that is also keeping up with the been available for many years. latest trends in environmentally friendly designs and safety- “Every few years as required, JBT has our equipment enhancing technology is Germany-based TREPEL Airport certified to meet CE regulations. In some cases you are Equipment. allowed to self-certify and in others you are required to use TREPEL, which has production facilities in a third-party approved certifier for CE compliance. In the Tauberbischofsheim and management and sales sites in last several years, the inclusion of ISO 13849 has been a Wiesbaden, is currently going through the certification

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process for an all-new 400V lithium battery-powered focus the mind of GSE manufacturers such as TREPEL, but electric loader. The new unit is a variant on TREPEL’s it is very much also a case of what the market is now calling CHAMP 70 7-ton cargo loader, which has previously been for. And not just in Western Europe and the US: many parts available with diesel engine or with an 80V, 625Ah lead acid of Asia – Hong Kong for example – are also turning to battery pack. ‘green’ equipment as quickly as they can, Schimkat observes. The 400V lithium battery option – a version of the Guidelines pertaining to safety are also becoming ever CHAMP 70Se – offers a number of advantages to the also more challenging. As noted above, from the middle of environmentally friendly lead battery, explains TREPEL this year IATA’s AHM will tighten up safety requirements managing director Carsten Schimkat, not least in the for GSE types that can come into contact with aircraft, additional work hours it offers between recharges. The such as loaders. TREPEL’s Aircraft Collision Approach battery is regenerated with each lowering of the main System (ACAS) already caters to those new requirements, platform, helping power conservation and prolonging battery Schimkat observes. This radar-based technology alerts the life between charges, and the unit has been very positively loader’s vehicle management when it nears an aircraft and received in the market, such as at inter airport in Munich automatically introduces speed limitation in two phases late last year where it was exhibited. Once the unit receives depending on the degree of proximity to the fuselage. The its certification, TREPEL expects to take up many potential system also records any collisions, should they take place. customers’ requests for a demonstration of its capabilities. The system meets all the new AHM stipulations, The new unit is more expensive than the CHAMP 70 lead Schimkat confirms, and is available on all loaders if and acid variant, so that latter model and its traditional diesel when requested by the customer. engine equivalent will remain available for more “cost- TREPEL’s range of loaders is wide. It offers loaders from conscious” customers. 3.5-ton (the CHAMP 35) right up to 35-ton (the CHAMP Increasingly stringent environmental standards, such as 350) capacity, plus transporters and loader-transporters. As the EU requirements for Stage 5 engines in GSE (non-road well as these, it also supplies conventional aircraft tractors and diesel vehicles) coming into force from next year, certainly towbarless tractors to the airport ground handling market. Q

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44-49 Highlifts.indd 49 10/03/2018 01:08 INTERVIEW | ACI

New ACI chairman sets out his goals Airports Council International (ACI), the trade body that represents airports around the world, has appointed a new chairman for a two-year term. Airports Company South Afr ica (ACSA) chief executive Bongani Maseko offi cially took over Airside Bongani Maseko, the role on 1 January this year and he tells about the ACI’s new chairman challenges that are amongst his current priorities to tackle

WHAT WILL BE YOUR PRIORITIES environment and international safety and security, airport FOR THE FIRST 12 MONTHS OF passenger numbers continue to show environments, human resources, YOUR TERM WITH REGARD TO healthy growth, despite the uncertainty customer service excellence, THE CHALLENGES THAT ACI, ITS that affected the global economy innovation and technology, passenger MEMBER AIRPORTS AND THE and the aviation sector throughout facilitation and the airport of the GLOBAL AVIATION INDUSTRY 2017. For example, Heathrow (up future. FACE? 3%), Los Angeles (up 5%), Oslo (up ACI has developed specific 6.6%), Manchester (up 8.5%), Glasgow HOW WILL YOU GO ABOUT strategies and identified priorities. As (up 5.8%) and Edinburgh (up 14%) TACKLING THOSE CHALLENGES? chair of the board, my role is to ensure recently unveiled record-breaking WHAT NEW STRATEGIES DO YOU guidance and monitoring of these. traffic figures for 2017. EXPECT TO PUT IN PLACE OR ACI is the ‘voice of the world’s Airports form part of a wider TO EMPLOY TO MAKE ACI EVEN airports’ and interacts with world context that connects them to other MORE INFLUENTIAL? bodies and advocates for the global industries that are engines for the As ACI, we will co-operate with airports industry. Our international local economies and communities regional actors of the industry partner organisations include the we serve. As such, they directly and others for the improvement of United Nations International Civil contribute to sustainable economic the aviation system and its public Aviation Organization (ICAO) and growth, employment and poverty perception on a regional and other UN organisations such as the reduction. For airports to continue international scale. World Health Organization (WHO) to be generators of value, investment We will build on our existing and the UN Institute for Training in sustainable value is vital. This programmes to increase professional and Research (UNITAR). ACI is one means airports need to keep up with excellence and conformity with of only a few organisations that have infrastructure, exercise environmental international standards and best observer status with ICAO and we stewardship and maintain community practices in our global airports and also have consultative status with the engagement. In 2018 ACI will connect target local and regional legislation United Nations Economic and Social the aviation community to its broader and regulations for the benefit of Council (UN/ECOSOC). network of global stakeholders. airport operators. ACI’s mission is to act as an ACI will continue to engage the Finally, we will spearhead economic catalyst while providing entire airport community on issues of the efforts of the global aviation effective and quality airport services customer service excellence through community to co-operate successfully appreciated by the members of the ACI Forums that we will host to defend the interests of the airports the global aviation community, in 2018 for our aviation community at international level towards the contributing to sustainable, safe and stakeholders. cohesion of ACI as a single entity secure development of air transport ACI will also continue to work representing all airports across the across the globe. in partnership with governments, world. This will include building ACI Airports are increasingly relevant regulators and other aviation bodies organisational capacity across the five as a mode of transport in a globalised in addressing issues of sustainability, regions where we have bases.

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WILL YOU BE WORKING CLOSELY We see ourselves as needing to representatives of airports around the WITH ANGELA GITTENS IN HER understand the ways that aviation and world, and this puts ACI front and ROLE AS DIRECTOR GENERAL OF the airline industry are moving so that centre in understanding airport issues. ACI WORLD? airports are best able to provide the In each of their own markets, our I will continue to work well with physical and online infrastructure they members are already involved in Angela Gittens. I had already been need. However, in addition, ACI is sharing ACI’s insights and viewpoints working with her in my capacity as ideally positioned to share its ideas and with stakeholders, particularly in vice chair. Similarly, we will continue plans that can help our customers in the policy and regulatory spaces. We to work closely with IATA, ICAO, developing their long-term strategies. want to ensure that we get regular the Civil Air Navigation Services feedback from member airports about Organization (CANSO) and other the responses and attitudes in their fraternity bodies. own markets and that we equip them for continuing engagement with DO YOU THINK THAT ACI ITSELF authorities. NEEDS TO EVOLVE IN ANY WAY, It must be noted that ACI is PERHAPS AS A RESULT OF THE not primarily a body for imposing RAPID CHANGES WE ARE SEEING identical standards and practices at IN THE AVIATION INDUSTRY? WHAT ROLE CAN ACSA AND airports around the world. We are in ACI is dynamic and very adaptive OTHER AIRPORT AUTHORITIES many ways a best-practice organisation as an organisation, as has been seen PLAY IN HELPING ACI TO BETTER that seeks to empower members and in the space of security and IT, for REPRESENT THE WORLD’S influence policy makers and regulators example. We will continue to be the AIRPORTS? on matters that affect the passenger world’s voice for airports and aviation ACI’s World Governing Board experience and the efficient operations in general. and the Regional Boards comprise of airports. Q

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